JPS6325526A - High-speed tire uniformity test apparatus - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention is constructed with maximum stiffness and minimum mass for producing high resonant frequencies, so that there is no mechanical resonance within the measurement frequency range. The present invention relates to a tire uniformity testing device that ensures high speed tire uniformity.

(Prior Art) Conventional technologies include U.S. Patent No. 3.060.734, U.S. Pat.
．． No. 546.936, No. 3.604.245 and No. 3
．． There are a variety of testing machines such as those shown in No. 797.306. These devices typically include large frames necessary to move the tire into position relative to the test wheel. Such cumbersome mechanisms increases construction costs and makes installation and maintenance difficult. None of these devices meet tire approval IX,
There is no efficient, relatively lightweight, and accurate tire testing equipment that can be easily installed to provide all the required load and motion analysis necessary for testing.

Uniformity measurements are primarily concerned with the evaluation of the radial, front and or rear) and lateral force variations expected at the center of tire rolling at a constant load radius. This arose from the fact that the vehicle is an exciter of vibration.

Previously, this sensitivity was most related to the first harmonic of tire non-uniformity.

This harmonic sensitivity is very often perceived as a tire imbalance that occurs once per rotational stimulus MIJ of the tire.

The change in force from the tire I4I] signal is decomposed into components that plot the sinusoidal curve described above, where the signal is
The component with cycle variation is called the first harmonic, the component with two complete cycles per rotation of the tire is called the second harmonic, and so on.

When one of these harmonics stimulates the resonant aspect of vehicle vibration, a significant disturbance is felt inside the vehicle. Because the first harmonic power typically has the largest peak-to-peak amplitude, that harmonic usually receives the most attention. However, relatively high harmonics become noticeable as they strike together (i.e., interfere and reinforce each other).Nevertheless, typical tire uniformity measurements of the prior art simply measure these quantities. Only the first harmonic peak-to-peak values for the radial and lateral force variation signals from the tire were included because it was believed that low speed measurements would give the necessary correction to the ride quality ratio.

As radial tires with lower resonant frequencies than bias-ply tires are increasingly used, it has become important to measure higher harmonic stimuli due to the disturbances caused by these higher harmonics. However, there is a problem because conventional devices cannot readily assess the disturbances created by relatively high harmonics.

Moreover, such measurements are becoming increasingly necessary because the smaller, lighter vehicles that are manufactured in one piece today are generally more sensitive to these higher harmonics.

SUMMARY OF THE INVENTION Accordingly, it is desirable to provide a high speed tire uniformity test device that does not resonate within the approximately 1 to 200 Hz test frequency range necessary to measure relatively high tire diurnal harmonics. This is the main objective of the present invention. The device preferably includes a very rigid but lightweight load frame so that all resonances are greater than 200 hours and the load frame is easy to install, reposition, and maintain.

SUMMARY OF THE INVENTION The present invention is characterized by the fact that there is no mechanical resonance within the measured frequency range of about 1 to 200 Hz, so that relatively high harmonic stimulation rates that increase with tire speed also increase the Alternatively, a high-speed tire uniformity testing machine is provided which is structured so that it can also measure subsequent non-uniformity forces. This device allows the test tire to be moved in relation to the driving wheel for accurate testing. Appropriate controls can be provided to suitably control and mount the tire testing device.

The main support base of the device includes an oppositely fitted vertical frame that rotatably supports the axle of the navigation wheel. The navigation wheel is driven by a drive motor rotationally connected thereto. The test tire is mounted on a rotating spindle located in the no cylinder for selective engagement with the operating wheel. The housing is supported by a plurality of vertical tie rods and horizontal tie rods, each tie rod including a universal joint at an opposite end.

The test tire is pulled towards or removed from the running wheel by means of a direct NiA-type mower connected to the no-cylinder by another universal joint.

(Operation) The axis of the linear actuator is spaced well above the main longitudinal axis of the housing to provide the necessary stability of the cylinder during the test. A load cell is used for the purpose of measuring tension or compression fluctuations along a link connecting a cylinder due to the force transmitting engagement between the test tire and the operating wheel.
It is connected to the tie rod and actuator. The universal joint avoids applying bending moments to the tie rods, so that the tie rods are at their maximum stiffness when the tire is rotatably engaged with the operating wheel, since only tensile and compressive forces are applied. has wisdom. Since such members are strongest in tension or compression, they have the greatest stiffness while requiring the least mass.

Thus, a very stiff load frame of approximately 1 to 200
It ensures that no mechanical resonances exist within the intended test frequency range, thus allowing undistorted measurements of relatively high harmonics in the test tire.

EXAMPLE A high speed tire uniformity testing machine 10 constructed in accordance with the principles of the present invention is disclosed and illustrated in FIGS. 1-4.

The main support base 12 includes an opposed vertical support frame 14 having a bushing 16 at the upper end of the frame for rotatably supporting a vehicle inspection stamp axle 18. The vehicle inspection stamp is driven by a drive motor n operably connected to the axle 18.

The test tire plate is mounted on a rotating spindle I in the vehicle inspection system for selective engagement with the vehicle inspection stamp.

The housing is supported by a plurality of vertical tie rods and horizontal tie rods 32. The tie rods and 32 include universal joints at opposite ends, each universal joint having a cutout member and a socket as shown typically in FIG. Each of the vertical tie rods is articulated by a joint between the underside of No.1/Gug.4 and the main support base. Each of the horizontal tie rods 32 is connected by a universal joint between that side of the cylinder and a vertical support structure 40 extending upwardly from the support base 12.

The test tire is pulled against or removed from the service wheel by a linear actuator 42 which is attached at the cylinder end of the actuator to a support structure 44. The actuator 42 is connected at the piston end of the actuator to a vertically projecting portion 46 of the cylinder passage by a single universal joint.

The axis of the linear actuator 42 is spaced well above the main longitudinal axis of the cylinder path, and the main longitudinal axis of the housing occupies the same space as the rotation 4IIi of the vehicle inspection mark, and... The cylinder track provides the necessary stability to the housing track during movement toward and away from the operating single wheel. FIG. 1 shows the maximum and minimum diameters of the test tire field, which is attached to the cylinder road and pulled toward or removed from the running wheel m by the actuator 42, using imaginary lines. It shows.

A plurality of load cells detect variations in tension or compression due to rolling engagement between the test tire and the vehicle inspection mark along the articulating links between the frame base and the cylinder rear, i.e., leapfrogs, 32, and 42. articulated for the purpose of measuring.

The universal joint prevents bending moments from acting on the tie rods so that the tire is rotatably engaged with the running wheel field, so that when only tension and compression forces are applied to the tie rods, the It is significant that proverbs and proverbs have the greatest amount of meaning. Because the tie rod is strongest in tension or EE compression, the tie rod requires the least mass while providing the greatest stiffness for the loads applied to the housing swamp.

(Effect of the invention) In this way, a very rigid load frame is formed on the test tire 24.
This ensures that there is no mechanical resonance of the frame members in the wave frequency range below 200 Fiz. This allows the tire to be tested at relatively high speeds resulting in relatively high harmonics of radial, lateral, and front and/or rear non-uniform forces on the tire.

[Brief explanation of the drawing]

FIG. 1 is an al1 elevational view of the high-speed tire uniformity testing device of the present invention. FIG. 2 is a top plan view of the tire uniformity testing device. FIG. 3 is an end view of the tire uniformity testing device. FIG. 4 is a partial cutaway view of a typical universal joint forming part of the present invention. (Explanation of symbols) 10... High-speed tire uniformity test M machine 12... Support base 14... Sazae frame 16... Bush 18... Military cap J... Operation wheel n... Drive For the motor...Test tire...Spindle A...Housing (capital)...Vertical tie rod 32...Horizontal tie rod A...Universal joint A, A...Ball bearing 40...Vertical Supporting structure 42... Actuator ■... Supporting structure 46... Protruding part... Load cell representative Patent attorney Yugai Fuji 1 person Engraving of drawing (9J, no changes here) Procedural amendment

Claims (1)

[Claims] 1. A rotating wheel attached to an axle, a device for supporting the wheel on a frame, and a device rotatably connected to the axle for driving the wheel; capable of rotating a test tire. a linear actuator connected to the housing by a universal joint for moving the housing and test tire toward and away from the wheel; and; the housing is connected to the frame by first and second tie rod members, the first tie rod member is connected between the frame and the underside of the housing, and the second tie rod member is connected between the frame and a side of the housing. the tie rod is connected to the housing and the frame by a universal joint such that the angle formed between the axes of the first and second members is approximately 90 degrees; articulated so that only tensile and compressive forces are applied to the member when the test tire is rotatably engaged with the wheel. 2 a plurality of first tire rod members and a plurality of second tie rod members, the first tie rod member forming a four-bar linkage connection between the frame and the lower side of the housing; 2. The high speed tire uniformity testing apparatus of claim 1, wherein the members form a four-bar linkage connection between the frame and the side of the housing. 3. The tie rod member and the actuator each include a load cell positioned to measure tension or compression variations in response to rolling engagement between the test tire and the wheel. High-speed tire uniformity test equipment as described in Section 1. 4. The axis of the linear actuator is spaced a considerable distance from the axis of the housing to provide stability to the housing during movement of the housing toward and away from the wheel. High-speed tire uniformity test equipment.