JP3997647B2 - Abrasion test equipment - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a wear test apparatus.
[0002]
[Prior art]
In order to select a rubber material, for example, a tire tread or a footwear bottom, the test piece of the candidate material is brought into contact with the wear counterpart material with a certain load, and the wear is performed by relatively moving both of them in that state. Thus, a wear test for examining the wear amount is performed. That is, a wear test is performed to determine the order of wear amount of candidate materials.
As a test apparatus used for the wear test, a Lambourn tester and a DIN tester are provided. The lambone tester presses the outer peripheral surface of the disk-shaped test piece against the outer peripheral surface of the disk-shaped grindstone with a constant load, rotates the test piece and the grindstone at a certain peripheral speed, and brings the outer peripheral surfaces to each other. It is a device that wears the test piece by slipping, and measures the amount of wear of the test piece after a lapse of a certain time. In addition, the peripheral speed of a test piece and a grindstone cannot be changed during rotation. The DIN testing machine attaches emery paper as an abrasive member to the peripheral surface of a cylindrical drum, presses the end surface of the test piece with a constant load on it, rotates the drum, and aligns the test piece in the axial direction of the drum. It is a device that wears the test piece by moving in the direction, and measures the amount of wear of the test piece after a certain period of time.
In JP-A-1-292232, the peripheral surface of a rotatable disc-shaped test piece is pressed against the peripheral surface of a rotatable cylindrical polishing body, and the rotation of the polishing body and the test piece is controlled independently. In addition, there is disclosed a wear tester configured such that a pressing force of a test piece can be adjusted by a weight, and further, the test piece can be moved in an axial direction of the polishing body (a direction orthogonal to the rotation direction of the polishing body).
[0003]
[Problems to be solved by the invention]
The wear test apparatus is used to check the wear amount of test pieces of various candidate materials used for tire treads, footwear, etc., and for example, in the tire tread, to estimate the rank of the wear amount during actual running. Therefore, it is necessary that the wear rank of the test piece of each candidate material and the wear rank of each tire tread made of each candidate material at the time of actual running match exactly.
However, according to the test results obtained by the conventional wear tester, the wear order of the test piece does not necessarily match the wear order of the tire tread during actual running. The reason is considered as follows.
(1) Whereas the contact portion of the road surface is substantially flat, the contact portion of the wear mating member of the wear tester forms a peripheral surface. For this reason, the distribution of the pressing force applied to the contact surface (friction surface) differs between the test time and the actual running time, and affects the wear order.
(2) In a tire mounted on an actual vehicle, the cumulative time distribution at each slip rate is approximated by a Gaussian distribution-like distribution curve with the slip rate 0 as the peak position. On the other hand, in the wear tester, a test is performed with the slip rate set to a certain constant value, and the wear amount at the slip rate is measured. Moreover, in order to shorten the time required for the test, a large slip rate that is extremely low in appearance frequency is used when the vehicle is running. That is, as a result of testing at a slip rate different from that when the vehicle is mounted, the resulting wear order is also inaccurate.
(3) The running state of the actual vehicle is determined by the force applied to the actual vehicle. That is, the traveling state of the actual vehicle is determined by the resultant force of the longitudinal force applied in the traveling direction and the lateral force applied in the direction orthogonal to the traveling direction. Therefore, in order to examine the wear state corresponding to an arbitrary traveling state of the actual vehicle for a plurality of test pieces, the force applied to each test piece is made equal to the force corresponding to the arbitrary traveling state. It is desirable to examine the wear condition. However, the slip ratio corresponding to a certain arbitrary longitudinal force varies depending on the type of the test piece, and the slip angle corresponding to a certain arbitrary lateral force also varies depending on the type of the test piece. For this reason, in the conventional method for examining the wear state of each test piece by setting the slip ratio to an arbitrary constant value, in addition to the problem described in (2) above, the results obtained for each test piece are further obtained. There is a problem that the wear state corresponding to each different running state in the actual vehicle is shown. That is, there is a problem that the wear state corresponding to a certain traveling state of the actual vehicle cannot be examined for each test piece. Here, the relationship between the lateral force and the tire tread will be further described. The tires mounted on the actual vehicle have a small angle (toe-in angle) in the clockwise direction from the advancing direction for the left front tire of the car and counterclockwise for the right front tire. A force perpendicular to the direction of travel, that is, a lateral force is applied. This lateral force causes a slip on a part of the contact surface of the tire, which causes wear. Further, when the steering wheel is released, a greater lateral force is generated, causing a part of the tire or the entire contact surface to slip and wear. That is, the conventional abrasion tester has a problem that this lateral force is ignored.
(4) The road surface temperature does not vary much. On the other hand, in the wear tester, the contact with the wear partner material of a limited area is continued, and as a result, the temperature of the wear partner material is increased. That is, as a result of testing under a temperature condition different from that when the vehicle is mounted, the obtained wear order is also inaccurate.
(5) Since the wear debris generated from the tire mounted on the actual vehicle is diffused and scattered on the road surface of a large area, the influence of the wear debris on the road surface condition can be ignored. On the other hand, in the wear tester, as a result of wear debris adhering to the polished surface of a limited area of the wear counterpart material, the friction coefficient μ of the polished surface changes, which affects the wear order.
The present invention, as can be well simulated force like applied to the rubber material when using the actual, for example, to test and adjust the preparative chromatography angle, can be tested by adjusting the slip ratio, a wear test apparatus The first purpose is to provide it.
[0004]
(6) The distribution of the appearance frequency of the slip rate and slip angle of the tire mounted on the actual vehicle is approximated by a Gaussian distribution-like distribution curve, and the distribution curve is affected by the tire groove pattern, its support structure, air pressure, etc. . Also, whether it is used in a snowy country, it is used in a racetrack, it is used in a city with many signals and relatively low speed, or it is used in a relatively high speed suburb with few signals, etc. It varies depending on the usage situation.
Similarly, the appearance frequency distribution of the longitudinal force and lateral force of a tire mounted on an actual vehicle is approximated by a Gaussian distribution-like distribution curve, and the distribution curve is influenced by the tire groove pattern, its support structure, air pressure, and the like. Also, whether it is used in a snowy country, it is used in a racetrack, it is used in a city with many signals and relatively low speed, or it is used in a relatively high speed suburb with few signals, etc. It varies depending on the usage situation.
It is a second object of the present invention to provide a wear test apparatus that can simulate the usage condition of a tire when the vehicle is mounted.
[0005]
[Means for Solving the Problems]
The invention of claim 1 is a wear test device that wears a sample by pressing the sample against a wear counterpart and moving the sample relative to the wear counterpart material.
Slip rate data obtained by assigning cumulative time obtained from actual use conditions corresponding to each of a plurality of slip rates determined by specifying the number of divisions and intervals of the measured slip rate, or given in advance Means for storing slip rate data obtained by assigning cumulative time read from the distribution function to each slip rate by specifying the number and interval of the slip rate for the cumulative time distribution function for the slip rate When,
An endless belt as a wear counterpart supported so as to be able to travel by the support,
First driving means for running the endless belt;
A support means for supporting the sample integrally by a rotatable support shaft and pressing the sample against a flat portion of the endless belt;
Second driving means for rotating the support shaft;
Drive control means for controlling the first drive means and the second drive means so that the slip ratio between the sample and the endless belt becomes a value given by slip ratio data read in time series from the storage means;
It is a wear test apparatus characterized by having.
[0006]
[0007]
The invention of claim 3 is the invention according to claim 1 or claim 2 below .
Temperature detecting means for detecting the surface temperature of the endless belt;
Heating and cooling means for heating and cooling the support;
Temperature control means for controlling the heating and cooling means so that the temperature detected by the temperature detection means becomes a target temperature;
It is a wear test apparatus characterized by having.
[0008]
The invention of claim 2 is the invention according to claim 1,
An angle setting means for setting an angle formed by the traveling direction of the endless belt and the rotation surface of the sample;
It is a wear test apparatus characterized by having.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a schematic diagram showing the configuration of the wear test apparatus according to the embodiment, FIG. 2 is a block diagram showing signal input / output of the control unit 10 of the apparatus of FIG. 1, and FIG. 3 shows a drive control system of the apparatus of FIG. FIG. 4 is a block diagram showing a configuration for obtaining a slip ratio corresponding to a peak friction coefficient and a characteristic curve of a longitudinal force with respect to the slip ratio by the apparatus of FIG. 1, and FIG. 5 shows an operation of the scanning system of the apparatus of FIG. It is explanatory drawing shown. FIG. 6 (a) is an explanatory diagram showing the test conditions of the Lambourn wear tester, the wear test apparatus of FIG. 1 and the actual running, and FIG. 6 (b) is the frequency distribution of shear force (slip rate) that the tire receives from the road surface. 7A is an explanatory diagram of the test results under the test conditions of FIG. 6A, and FIG. 7B is an example of a characteristic curve of the longitudinal force with respect to the slip ratio. It is a characteristic view shown about a piece.
The illustrated apparatus has a memory 12 (FIGS. 2 to 4). The memory 12 stores slip ratio frequency distribution data, longitudinal force frequency distribution data, slip angle frequency distribution data, and lateral force frequency distribution data. It is remembered. Each frequency distribution data of longitudinal force and lateral force is obtained by measuring longitudinal force and lateral force applied to the actual vehicle by an acceleration sensor mounted on the actual vehicle. The slip ratio frequency distribution data is obtained by obtaining a slip ratio distribution that gives a measured longitudinal force distribution for each tire tread. Further, the slip angle frequency distribution data is obtained by obtaining a slip angle distribution that gives a measured lateral force distribution for each tire tread. In addition to these frequency distributions, time-series data (longitudinal force data, lateral force data) from the start to the end of travel of the actual vehicle is included.
The illustrated apparatus includes a resin belt 26, which is a wear counterpart supported so as to be able to run by two drums, a driving drum 25a and a driven drum 25b, and a drive for rotating the driving drum 25a to run the resin belt 26. The motor 23, the support shaft 270 that integrally supports the disk-shaped sample 27, and the drive motor 21 that rotationally drives the support shaft 270. Further, there is provided means for pressing the peripheral surface of the sample 27 supported by the support shaft 270 against the flat portion of the resin belt 26. That is, it has a support mechanism 36 that supports the support shaft 270, and has a mechanism that presses the support mechanism 36 against the flat portion of the resin belt 26 by the drive motor 35. Furthermore, it has a strain gauge type load cell 63s (FIGS. 2 and 4) for detecting the load.
The control unit 10 feedback-controls the resin belt drive motor 23 and the sample rotation drive motor 21 so that the slip ratio data read from the memory 12 has a specified slip ratio, and also samples the sample 27 to the resin belt 26. The pressing force to be pressed is adjusted by the drive motor 35. That is, the drive motor 23 and the drive motor 21 are controlled by the drive control function 13 of the control unit 10 so that the slip ratio data read from the memory 12 approaches the detection result of the slip ratio detection unit 22s (FIGS. 2 to 4). Feedback control is performed, and the drive motor 35 is adjusted. The slip ratio detection means 22s (FIGS. 2 to 4) can be configured using, for example, sensors that detect the rotation of the output shafts of the drive motor 23 and the drive motor 21, but other known detection methods may be employed. Good.
[0010]
The frequency distribution data of the longitudinal force stored in the memory 12 is obtained by mounting tires having a groove pattern and a support structure having a predetermined structure on an actual vehicle, and connecting a predetermined road (city / suburb / mixed city / suburb / highway / Longitudinal force when driving in a prescribed mode (normal driving / emergency driving / good driving / bad driving / gentle driving / rough driving, etc.) Is obtained by actually measuring with an acceleration sensor. Further, the slip ratio frequency distribution data is based on the measurement results of the longitudinal force in the various driving modes in the various environments described above, and the slip ratio frequency distribution that gives the frequency distribution of each longitudinal force is calculated for each tire tread type. The data obtained for each.
These frequency distribution data may be stored in a memory in advance, or data created based on a new measurement result may be read and stored in the wear test apparatus using known input means. Good.
The frequency distribution of the longitudinal force is usually a distribution approximating a Gaussian distribution. Further, the frequency distribution of the slip ratio obtained based on the frequency distribution of the longitudinal force is also a distribution that approximates a Gaussian distribution as shown in FIG. Whether or not the frequency distribution curve is steep differs depending on the driving mode type and the tire tread type.
Of the various environments described above, the measurement result of the longitudinal force in which environment is used as the basis of the slip rate data (index data) for the test depends on the intended use of the tire, the usage environment, etc. It is selected as appropriate.
The above description relates to the frequency distribution of the longitudinal force and the frequency distribution of the slip ratio, but the same applies to the frequency distribution of the lateral force and the frequency distribution of the slip angle.
[0011]
When the slip rate that gives the peak value of the friction coefficient μ is determined for each test piece by this wear test device, each of the slip rate data near the slip rate that is expected to give the peak friction coefficient is read out in particular. If data is configured for each test piece, more accurate calculation can be performed. This calculation is performed by the calculation function 16 of the control unit 10.
In the wear test apparatus, the support mechanism 36 of the support shaft 270 is pressed against the flat portion of the resin belt 26 by the drive motor 35, and the load is detected by the strain gauge type load cell 63s. Further, torque applied to the support shaft 270 is detected by a torque sensor (magnetic phase difference torque converter) 61s. The friction coefficient μ at various slip ratios is obtained based on these detection results, and the slip ratio that gives the peak value of the friction coefficient is obtained for each test piece based on the obtained friction coefficients μ at various slip ratios. . Further, it is possible to test the degree of wear for each test piece at the determined predetermined slip ratio (the slip ratio at which the friction coefficient μ is a constant value (in this case, the peak value)). In other words, it is possible to test for each test piece the degree of wear at a slip ratio that gives a certain predetermined longitudinal force.
The slip ratio that gives the peak value of the friction coefficient μ determined as described above can be used, for example, for controlling an ABS device of an actual vehicle equipped with a tire using the same material as the sample.
[0012]
As shown in FIG. 5B, the wear test apparatus moves the resin belt 26 in the solid line position at a constant speed in the direction orthogonal to the belt traveling direction to reach the two-dot chain line position, It has a mechanism for returning it to the position. As a result, the resin belt 26 can be moved relative to the sample 27 at a constant speed, so that it is possible to prevent the same belt surface from coming into contact with the sample after one round of the belt. Can be prevented. This relative movement (= scanning) is performed by sliding the drum base 29 slidably provided on the rail 290 provided so as to extend in the direction perpendicular to the paper surface of FIG. Realized. Further, the return of the drum base 29 to the original position is performed using an air cylinder (not shown). The drive control of the drive motor 31 and the air cylinder is performed by the drive control function 13 (FIGS. 3 and 4) of the control unit 10.
The wear test apparatus has a temperature control function. In this function, the surface temperature of the resin belt 26 is detected by the temperature sensor 42s, and based on this, the heating medium (cold water / hot water) is supplied from the cold water / hot water unit to the drive drum 25a so that the surface temperature becomes a desired value. This is realized by circulating in the driven drum 25b. Furthermore, it has a configuration in which the ambient temperature is detected by the temperature sensor 44s and the cool air / hot air unit is sent into the housing indicated by the one-dot chain line in FIG. 1 so that the ambient temperature becomes a desired value. These are controlled by the temperature control function of the control unit 10.
In addition to the resin belt temperature control function of the clean zone, the wear test apparatus has a water spray function for spraying water on the resin belt so as to be compatible with dry road surface / wet road surface / ice surface. By combining the watering function and the temperature control function, it is possible to simulate the road surface on ice.
Further, the wear test apparatus has a function of preventing adhesion between the sample 27 and the resin belt 26. This function supplies an anti-blocking agent from the hopper 450 to the contact portion in a fixed amount, removes the abrasion residue remaining on the surface of the resin belt 26 by the cleaning brush 490, and further, in a one-dot chain line frame in FIG. This is realized by sucking dust from the inside of the housing shown and sucking it out of the housing by a suction device (not shown). In order to make it easy to remove the anti-blocking agent supplied to the contact portion from the surface of the resin belt 26 together with the wear residue, the resin belt 26 can efficiently supply the anti-blocking agent as shown in FIG. Thus, the flat portion is provided so as to be inclined, and the sample 27 is applied with the load from the vertical direction to the flat portion as described above. The rotation of the cleaning brush 490, the feeding of the anti-sticking agent from the hopper 450, and the suction of dust are realized by driving and controlling the corresponding motors by the drive control function 13 of the control unit 10, respectively.
[0013]
In addition, the wear test apparatus includes a toe-in angle setting function, a function of adjusting the toe-in angle so that the lateral force is constant, and a toe-in angle detection function. Here, the toe-in angle and the lateral force will be briefly described. Even when the automobile is traveling straight ahead, the tire rotates while receiving a lateral (perpendicular to the traveling direction) force such as price tear force generated from the tire structure itself. This lateral force is not steady and causes straightness to deteriorate. For this reason, the tire has a slight angle with respect to the traveling direction, which is called a toe angle. The toe-in angle refers to the case where the front side is narrower than the tire center (clockwise for the left tire and counterclockwise for the right tire), and the opposite direction to the toe-out angle. Further, the above-described lateral force is collectively referred to as lateral force. When a car turns a curve, it does not turn at an angle to the wheel, but the lateral force generated by setting the angle becomes a centripetal force, which turns by balancing with the centrifugal force. The lateral force tends to increase as the tire turning angle (slip angle) increases. However, even if the tire has the same angle, the lateral force generated varies depending on the type of tire. For example, when compared with the case where the toe angles are the same, a certain high grip flat tire has a greater lateral force than a certain normal tire. That is, when a curve is drawn with an arc having the same radius, the high grip flat tire can turn with a smaller slip angle than the normal tire. Therefore, when the wear test is performed with the same toe angle, the high grip flat tire receives a larger lateral force and increases the amount of sliding, resulting in an increased amount of wear. However, in the actual running test, a wear test is performed on a road surface having the same turning radius. That is, the test is performed under the condition that the lateral force is constant. Therefore, when performing a wear test on a sample, depending on the tire usage environment that the sample assumes, it is possible to obtain a result closer to actual driving by performing the test with a constant lateral force. Become. For this purpose, a means for measuring the lateral force is required. For example, (1) a circular load detection cell is fitted into the lock nut portion for fixing the sample, and data is detected via a slip ring. (2) A method for determining a lateral force from a calibration curve of a strain generated with respect to an applied lateral force. (2) When a lateral force is applied to a tip portion of a load application sample support, a slight horizontal strain is generated. A method is conceivable in which the material is changed to a material, the amount of deformation in the horizontal direction is measured by a strain gauge, and the lateral force is determined from a calibration curve of strain generated with respect to the applied lateral force measured in advance. In the present wear test apparatus, the above-described measurement can be performed by setting the toe-in angle so that the lateral force measured in this way becomes constant and further adjusting as necessary. Here, the toe-in angle is set and adjusted by manually operating the rotary shaft 271 pressing the support shaft 270 supporting the sample 27 toward the resin belt 26 with the handle 272 (mechanical operation by a drive motor or the like). ). Further, the toe-in angle is detected by a sensor 71 s provided close to the rotation shaft 271. The test apparatus further includes a function for freely setting and testing each of the set values described above to a value input from the operation panel 50, instead of feeding back the detection result of the sensor.
[0014]
Fig. 7 (a) shows the results of wear tests in actual running of tires (manufactured by Company A, Company B, and Company C) mounted on actual vehicles and the components of each compound used in the tire tread of each tire as samples. The results of wear tests performed using the wear test apparatus and a conventional wear test machine, the Lambourn wear tester, are shown together with the wear conditions and applied load. FIG. 6 (a) shows the test of FIG. 7 (a). The test conditions corresponding to the results are shown.
FIG. 6 (b) shows the cumulative time distribution (frequency distribution) of the slip ratio obtained based on the longitudinal force measured by the accelerometer mounted on the actual vehicle. In addition, the frequency distribution of the longitudinal force shows substantially the same characteristics. FIG. 7 (b) shows the results of obtaining the torque with respect to the slip ratio using the present wear test apparatus using the components of the respective compounds used in the tire treads manufactured by Company A and Company C as samples.
Since the cumulative time distribution shown in FIG. 6B is a distribution expressed by the Weibull, Poisson, and Gaussian distribution, the wear test apparatus uses the Gaussian distribution to determine two parameters. The test was carried out in a mode selected from driving modes determined by a combination of four values of the division number n and the toe-in angle (0.2 °) when the distribution curve is approximated discontinuously. The test results shown in FIGS. 7A and 7B are an example. Although not carried out here, instead of making the toe-in angle constant, it is also possible to set and measure the toe-in angle so that the lateral force value becomes a certain desired constant value. It is also possible to set and measure the slip ratio so that the longitudinal force becomes a certain desired constant value.
The result shown in FIG. 7A shows that the wear resistance is more excellent as the numerical value is larger with Company A as a reference. When the slip ratio is constant at 60%, the result differs from the actual running, but if the longitudinal force is set to a desired constant value by changing the slip ratio, the test result by the example apparatus is It can be seen that it can be matched to actual driving.
FIG. 7B shows a slip ratio dependence curve of torque during driving and braking. As shown in the figure, both the company A and the company C clearly understand the peak value of the friction coefficient and the slip ratio that gives the peak value. Further, it can be seen from the slip ratio dependency curve that Company C has a smaller slip ratio dependency and can obtain a stable braking performance.
As described above, according to the present wear test apparatus, a torque (front / rear force) peak value correlated with the peak value of the friction coefficient can be obtained, and the slip ratio dependency of the friction coefficient can also be obtained. That is, data for the ABS system can be obtained. There are various known definitions for the slip ratio, but here,
“Slip rate = [(Vd−Vs) / Vd] × 100”
Was used. Here, Vd is a wear surface speed (travel speed in an actual vehicle), and Vs is a sample peripheral speed (tire peripheral speed in an actual vehicle). Instead of the slip ratio, a slip speed (Vd−Vs) may be used. In that case, it is possible to obtain data that further approximates actual traveling in consideration of the severity of actual traveling. This is because the wear amount is proportional to the wear energy, and the wear energy can be expressed by “slip speed × running time”. That is, in a certain region, the difference in speed between the wear counterpart material (or road surface) and the sample (or tire) is more effective for the wear amount.
[0015]
【The invention's effect】
The present invention is (1) a wear test apparatus that wears a sample by pressing the sample against a wear partner material and moving the sample against a wear counterpart material, and each of a plurality of slip ratios determined by specifying the number of divisions and intervals of the measured slip ratio. Corresponding to the slip rate data obtained by assigning the accumulated time obtained from the actual use conditions, or the slip rate division number and interval for the distribution function of the accumulated time with respect to the slip rate given in advance. Storage means for holding slip ratio data obtained by assigning the accumulated time read from the distribution function to each slip ratio, and an endless belt as a wear counterpart supported so as to be able to run by the support; The endless belt is flattened by supporting the sample integrally with a first drive means for running the endless belt and a rotatable support shaft. To the value given by the slip ratio data read out in time series from the storage means, the second drive means for rotating the support shaft, the second drive means for rotating the support shaft, and the sample and the endless belt made as for the a wear test equipment characterized by having a drive control means for controlling the first driving means and the second driving means, it is possible to satisfactorily simulate the time vehicle mounting. Moreover, the usage mode at the time of mounting on an actual vehicle can be simulated well .
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a configuration of a wear test apparatus according to an embodiment.
FIG. 2 is a block diagram showing input / output of signals in the control system of the apparatus of FIG.
3 is a block diagram showing a drive control system of the apparatus of FIG.
4 is a block diagram showing a configuration when a slip ratio corresponding to a peak friction coefficient is obtained by the apparatus of FIG.
FIG. 5 is an explanatory diagram showing the operation of the scanning system of the apparatus of FIG. 1;
6A is an explanatory diagram showing test conditions corresponding to the test results of FIG. 7A, and FIG. 6B is a diagram illustrating tires obtained from the road surface based on longitudinal force measured by an accelerometer mounted on an actual vehicle. The characteristic view which shows the cumulative time distribution (frequency distribution) of the shearing force (slip) rate to receive.
FIG. 7 (a) is a sample of the actual wear test results of tires (manufactured by Company A, Company B and Company C) mounted on a real vehicle, and the components of each compound used in the tire tread of each tire. Explanatory drawing which shows the wear test result each carried out using this wear test device and the Lambourn wear test machine which is a conventional wear test machine with wear conditions and applied load, (b) is made by company A and company C The characteristic view which shows the result of having calculated | required the torque with respect to a slip ratio using this wear test apparatus by making into a sample the component of each compound currently used for the tire tread made from manufacture.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Control part 12 Memory 21 Sample support shaft drive motor 23 Drum drive motor 25a Drive drum 25b Followed drum 26 Resin belt 27 Sample 29 Drum stand 31 Drum stand drive motor 42s Surface temperature sensor 44s Environmental temperature sensor 61s Torque sensor 450 Anti-adhesive agent hopper

Claims (3)

A wear test apparatus that wears a sample by pressing the sample against a wear partner material and moving the sample relative to the wear partner material,
Slip rate data obtained by assigning cumulative time obtained from actual use conditions corresponding to each of a plurality of slip rates determined by specifying the number of divisions and intervals of the measured slip rate, or given in advance Means for storing slip rate data obtained by assigning cumulative time read from the distribution function to each slip rate by specifying the number and interval of the slip rate for the cumulative time distribution function for the slip rate When,
An endless belt as a wear counterpart supported so as to be able to travel by the support,
First driving means for running the endless belt;
A support means for supporting the sample integrally by a rotatable support shaft and pressing the sample against a flat portion of the endless belt;
Second driving means for rotating the support shaft;
Drive control means for controlling the first drive means and the second drive means so that the slip ratio between the sample and the endless belt becomes a value given by slip ratio data read in time series from the storage means;
A wear test apparatus characterized by comprising: In claim 1,
An angle setting means for setting an angle formed by the traveling direction of the endless belt and the rotation surface of the sample;
A wear test apparatus characterized by comprising: In claim 1 or claim 2 , further,
Temperature detecting means for detecting the surface temperature of the endless belt;
Heating and cooling means for heating and cooling the support;
Temperature control means for controlling the heating and cooling means so that the temperature detected by the temperature detection means becomes a target temperature;
A wear test apparatus characterized by comprising:

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