WO2019026733A1

WO2019026733A1 - Tire testing method, tire testing device, and dispersion device

Info

Publication number: WO2019026733A1
Application number: PCT/JP2018/027944
Authority: WO
Inventors: 繁松本; 博至宮下; 一宏村内
Original assignee: 国際計測器株式会社
Priority date: 2017-08-03
Filing date: 2018-07-25
Publication date: 2019-02-07
Also published as: KR20200037229A; KR102629925B1; JP2022173412A; TW202346822A; JP7154614B2; CN110998274A; KR20240015163A; TW201910737A; JP7444486B2; TWI803500B; JPWO2019026733A1

Abstract

The purpose of the present invention is to prevent a tire testing device from malfunctioning by preventing rubber waste produced by tire testing from adhering to the tire testing device and a test tire. One embodiment of this invention is a tire testing method including: a contact step for causing a test tire to come into contact with a simulated road surface provided on the outer circumference of a rotating drum, a rotation step for rotating the rotating drum and the test tire that has been brought into contact with the simulated road surface, and a powder dispersion step for dispersing a powder for reducing the adhesiveness of rubber waste produced through abrasion of the test tire on the outer circumferential surface of the rotating drum and/or test tire.

Description

Tire testing method, tire testing device and scattering device

The present invention relates to a tire testing method, a tire testing device and a spraying device.

In the tire wear test for evaluating the wear of tires, a test tire is mounted on a real vehicle, traveled on a real road surface under predetermined conditions, and an actual running test to check the wear of the tire generated at this time. On the bench test which makes a tire wear by rotating a rotating drum and a tire in a state where a tire is in contact with an outer peripheral surface (simulated road surface) of a rotating drum as described in JP-A-57-91440 (simulation test) ).

In a tire testing apparatus that performs such a simulation test, rubber waste generated by tire wear may adhere to each part of the tire testing apparatus, which may cause a failure of the tire testing apparatus.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to prevent rubber debris generated by a tire abrasion test from adhering to a tire testing device or a test tire, thereby preventing a failure of the tire testing device. I assume.

According to an embodiment of the present invention, there is provided a grounding step of grounding a test tire on a simulated road surface provided on an outer periphery of a rotating drum, a rotating step of rotating a rotating drum and a test tire grounded on the simulated road surface, a rotating drum and There is provided a tire test method, comprising a powder spraying step of spraying a powder that makes it difficult to adhere the rubber waste generated by the abrasion of the test tire on at least one outer peripheral surface of the test tire.

In the above tire testing method, the powder spraying step transports the powder at a constant rate, the dispersing step of dispersing the transported powder in the gas, and the spraying step of spraying the gas in which the powder is dispersed onto the outer peripheral surface , May be included.

In the tire testing method described above, in the spraying step, the gas in which the powder is dispersed may be sprayed from the front in the traveling direction toward the ground contact portion between the simulated road surface and the test tire.

In the above tire testing method, the powder may be transported at a constant rate by rotating the screw as the transport means at a predetermined speed in the transport step.

In the above tire testing method, the dispersing step includes a compressed gas supply step of supplying compressed gas to the ejector, a step of suctioning powder by negative pressure generated by the ejector, and ejection of the powder dispersed in the gas from the ejector The ejection step may be included.

In the above tire testing method, the dispersing step may include a guiding step of guiding the gas ejected from the ejector to a position where the gas is sprayed, and the powder may be more uniformly dispersed in the gas in the guiding step.

In the above tire testing method, the spraying step may spray the gas in which the powder is dispersed from the wrapper.

In the above-mentioned tire test method, the powder may contain talc.

Further, according to another embodiment of the present invention, a transport unit for quantitatively transporting a target to be sprayed, and a target to be sprayed that has been transported by the transport unit is sucked to eject a gas in which the target is dispersed. There is provided a spraying apparatus comprising:

According to this configuration, it is possible to provide a spraying device capable of spraying the spray target quantitatively (for example, continuously with a constant amount per unit time).

In the above-described spray apparatus, the transport unit may be configured to include a screw, a cylindrical case that houses the screw, and a drive unit that rotates the screw at a predetermined number of rotations.

In the above-described spray device, the screw may be a substantially cylindrical member having a spiral groove formed on the outer peripheral surface.

In the above-described spraying apparatus, the hopper is provided with the object to be sprayed stored, the inlet of the case opens upward at one axial end side of the case, and the outlet of the hopper formed at the bottom of the hopper is connected to the inlet It is good also as composition.

In the above-described spray apparatus, the spreader includes a stirring element for stirring the object to be spread in the hopper, the hopper has a cylindrical inner peripheral surface, and the sliding element rotates while contacting the inner peripheral surface of the hopper. It is good also as composition which has a mover.

In the above-described spraying device, the stirring bar is disposed concentrically with the inner circumferential surface of the hopper, and the rod rotates about the axis of the inner circumferential surface, and the branch portion extending from the side surface of the rod toward the inner circumferential surface of the hopper And a slider holding portion for holding the slider, which is attached to the branch portion.

In the above-described spray apparatus, a plurality of sliders may be provided, and the plurality of sliders may be arranged at different positions in the axial direction of the hopper.

In the above-described spray device, two adjacent sliders in the axial direction of the hopper may be arranged at different positions in the direction of rotation.

In the above-described spraying apparatus, the first pipe line for guiding the sprayed object transported by the transport unit to the ejector is provided, the outlet of the case opens downward at the other axial end of the case of the transport unit, and the outlet of the case An inlet of a straight pipe extending downward may be connected to the connector, and the outlet of the straight pipe and the inlet of the first pipe may be arranged to face up and down via a gap.

Further, according to still another embodiment of the present invention, there is provided a rotating drum provided with a simulated road surface on an outer peripheral surface, a tire holding portion rotatably holding a test tire in contact with the simulated road surface, and a rotating drum And a driving unit for rotating the tire holding unit, and the above-described spraying device for spraying a powder that makes it difficult to adhere the rubber waste generated by the abrasion of the test tire on the outer peripheral surface of at least one of the rotating drum and the test tire A tire testing device is provided.

Further, according to still another embodiment of the present invention, there are provided a rotating drum provided with a simulated road surface on the outer periphery, a tire holding portion rotatably holding the test tire in a state of being in contact with the simulated road surface, and a test tire. A torque generation unit that generates a torque to be applied, and a rotary drive unit including a motor that is a motor that rotationally drives a rotary drum, the torque generation unit being coaxially mounted on the case and the case rotatably supported There is provided a tire testing apparatus, comprising: a servomotor which is an electric motor, wherein a rotational drive unit rotationally drives a case of a torque generation unit.

According to this configuration, since the hydraulic system is not used, environmental pollution due to the hydraulic oil can be prevented, and energy consumption can be reduced as compared with a conventional apparatus using hydraulic pressure. Also, by introducing a torque generation unit (torque generation device), it becomes possible to share the two roles of rotational drive and torque generation with two motors, so it is possible to use a low-capacity, small-sized motor. It becomes possible, and energy saving and space saving become possible.

In the above-described tire testing device, the simulated road surface may be formed by a plurality of simulated road surface units that can be attached to and removed from the outer periphery of the rotating drum.

According to this configuration, it is possible to prefabricate the simulated road surface unit and to improve the production efficiency.

In the above tire testing device, the simulated road surface unit may be configured to include a frame that can be attached and detached to the outer periphery of the rotating drum, and a simulated road surface that can be attached to and detached from the surface of the frame.

According to this configuration, replacement of the simulated road surface body, which is a consumable item, becomes easy. In addition, it is possible to increase the variation of the simulated road surface body at low cost.

In the above-mentioned tire testing device, the simulated road surface may be formed of a material including an aggregate and a bonding material for bonding the aggregate.

In the above tire testing device, the aggregate includes a ceramic piece,
The binder may be configured to include a curable resin.

In the above tire testing device, the simulated road surface may be formed of the same material (or a different material) as the road surface of the actual road.

In the above tire testing device, the simulated road surface may have a plurality of traveling lanes aligned in the axial direction of the rotating drum.

In the above-described tire testing device, a plurality of traveling lanes may be formed of the same material (or different materials).

In the tire testing device described above, the tire holding unit may be configured to include a traveling lane switching mechanism capable of switching the traveling lane in which the rotary drum travels by moving the rotary drum in the axial direction.

In the above-described tire testing apparatus, a relay unit relaying transmission of power from the rotation drive unit to the torque generation unit, first connection means connecting the rotation drive unit and the relay unit, the relay unit, and the torque generation unit The second connection means includes a winding transmission mechanism, and the winding transmission mechanism includes a passive pulley coaxially attached to the case of the torque generation unit. It is also good.

In the above tire testing apparatus, the rotary drive unit includes a power coupling unit, the power coupling unit is connected to the input shaft to which the motor is connected, the first connection means is connected to one end, and the other end is the shaft of the rotating drum. And the output shaft to which it connected.

In the above tire testing device, the relay unit includes a first gear to which the first connection means is connected, and a second gear that meshes with the first gear and to which the second connection means is connected; And one of the first gear and the second gear is movable in the direction of the distance to the other so that the distance between the rotational axes of the first gear and the second gear can be changed. And one of the first connection means and the second connection means connected to one of the gears has a universal joint at both ends, and includes a drive shaft configured to have a variable length. It is also good.

In the above-described tire testing device, the torque generation unit includes a first shaft connected to the shaft of the servomotor, and the case has a tubular shape having an opening at one end through which the first shaft passes. The servomotor and the one end side portion of the first shaft may be accommodated in the case, and the other end side portion of the first shaft may be exposed to the outside of the case from the opening.

The above tire testing apparatus includes a spindle unit in which the tire holding unit rotatably holds the test tire, and an alignment mechanism capable of adjusting the alignment of the test tire with respect to the simulated road surface by changing the position or orientation of the spindle unit. The spindle unit may be configured to include a wheel unit on which the tire is mounted, and a spindle rotatably supported at one end with the wheel unit coaxially attached.

The above-mentioned tire testing apparatus may be configured to include third connection means for connecting the first shaft of the torque generating unit and the spindle, and the third connection means may include a constant velocity joint.

In the above tire testing apparatus, the tire holding portion rotates the spindle case around an axis perpendicular to the contact surface on which the test tire contacts the simulated road surface and passing through the center of the wheel portion. And a camber angle adjustment mechanism capable of adjusting the camber angle of the test tire by rotating the spindle case around an axis perpendicular to the spindle through the contact surface. And a tire load adjusting mechanism capable of adjusting the vertical load of the test tire by moving the spindle case in a direction perpendicular to the ground contact surface.

The above tire testing device may be configured to be provided with the above-described spraying device for spraying powder that makes it difficult to adhere the rubber waste generated by the abrasion of the test tire on the outer periphery of at least one of the rotating drum and the test tire.

According to one embodiment of the present invention, it is possible to prevent rubber chips generated by a tire test from adhering to a tire testing device or a test tire, thereby preventing a failure of the tire testing device.

It is a top view of a tire testing device concerning an embodiment of the present invention. It is a front view of a tire testing device concerning an embodiment of the present invention. It is a right side view of a tire testing device concerning an embodiment of the present invention. It is a left side view of a tire testing device concerning an embodiment of the present invention. It is a block diagram which shows schematic structure of a control system. It is an external view of a simulation road surface unit. It is a cross-sectional view of a simulated road surface unit. It is a longitudinal cross-sectional view of a torque generation part. It is a side view of a camber adjustment mechanism. It is a schematic diagram of the two-dimensional profile of the tread of a tire. It is a figure which shows schematic structure of a lubricant spreading apparatus. It is a top view of the tire testing device concerning a 2nd embodiment of the present invention. It is a front view of the tire testing device concerning a 2nd embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same or corresponding constituent elements will be denoted by the same or corresponding reference numerals, and overlapping descriptions will be omitted.

1 to 4 are, in order, a plan view, a front view, a right side view and a left side view of a tire testing device 1 according to an embodiment of the present invention. Note that, for convenience of description, in FIGS. 2 to 4, illustration of a part of the tire testing device 1 is omitted. FIG. 5 is a block diagram showing a schematic configuration of a control system 1 a of the tire testing device 1.

In the following description, as shown by the coordinates in FIG. 1, the direction from left to right in FIG. 1 is the X-axis direction, the direction from bottom to top is the Y-axis direction, and Is defined as the Z-axis direction. The X axis direction and the Y axis direction are horizontal directions orthogonal to each other, and the Z axis direction is a vertical direction.

The tire testing apparatus 1 rotates the rotating drum 22 and the test tire T for a predetermined time (for example, 24 hours) in a state where the test tire T is in contact with the simulated road surface 23b provided on the outer periphery of the rotating drum 22. It is a device capable of performing a tire bench test that causes T to wear under conditions close to the actual running test. The tire test device 1 of the present embodiment realizes high energy utilization efficiency by adopting an electric motor and a power circulation system in a drive system. In addition, by adopting a torque generating device described later, it is possible to independently perform rotation control and torque control by providing motors dedicated to the two functions of rotational drive and torque application. As a result, it is possible to control torque with a high degree of freedom and high accuracy, and to reduce the capacity of the motor, thereby making it possible to miniaturize the test apparatus and reduce the power consumption. In addition, by using an ultra-low inertia servomotor excellent in acceleration performance for the torque generation device, it is possible to accurately reproduce torque fluctuation having a high frequency component at the time of sudden start and sudden braking.

The tire testing apparatus 1 includes a tire holding unit 10 for holding a test tire T, a road surface unit 20 having a simulated road surface 23b on which the test tire T is in contact, a rotational drive unit 30 for rotationally driving a power circulation circuit, and a test tire T. And a relay unit 40 for relaying power transmission from the rotation drive unit 30 to the torque generation unit 50. The tire testing apparatus 1 further includes a first connection means (drive shaft 62) for connecting the rotation drive unit 30 and the relay unit 40, and a second connection means (V belt for connecting the relay unit 40 and the torque generation unit 50). 66), and third connection means (constant velocity joint 64) for connecting the torque generation unit 50 and the tire holding unit 10 (spindle 152). A road surface portion 20, a rotational drive portion 30, a relay portion 40, a torque generation portion 50, and a spindle portion 15 described later of the tire holding portion 10 are annularly connected via a test tire T to form a power circulation circuit. .

In the present embodiment, the rotary drum 22 is disposed with the rotation axis facing in the Y-axis direction, but, for example, the X-axis direction, the Z-axis direction, or their intermediate directions (for example, 45 The rotational axis of the rotary drum 22 may be oriented in a direction forming an angle of °). In that case, the orientation and arrangement of the other components of the tire testing device 1 are also changed according to the orientation of the rotary drum 22.

Further, as shown in FIG. 5, the control system 1 a of the tire testing device 1 performs various operations based on signals from the central control unit 70 that controls the operation of the entire testing device and various sensors provided in the tire testing device 1. And an interface unit 90 for performing input / output with the outside.

As shown in FIG. 1-4, the road surface portion 20 includes a rotating drum 22, a simulated road surface portion 23 provided on an outer peripheral portion of the rotating drum 22, and a bearing portion 24 rotatably supporting a shaft 22 a of the rotating drum 22. Is equipped. The bearing portion 24 includes a rotary encoder 241 (FIG. 5) that detects the number of rotations of the rotary drum 22. The simulated road surface unit 23 of the present embodiment is formed by a plurality of simulated road surface units 231 (FIG. 6, FIG. 7) arranged in the circumferential direction on the outer periphery of the rotating drum 22 without gaps.

FIG. 6 is a perspective view of the simulated road surface unit 231 attached to the outer periphery of the rotary drum 22. As shown in FIG. 7 is a cross-sectional view of the simulated road surface unit 231 cut along the cut plane AA 'shown in FIG. The simulated road surface unit 231 includes the frame 231a, the simulated road surface body 231b (231b1 and 231b2) fitted in the recess 231ad formed on the surface of the frame 231a, and the frame 231a, and holds the frame 231a. And a pair of left and right pressing plates 231c fixed to the The pressing plate 231c is fixed to the frame 231a by a plurality of countersunk screws 231d. Further, through holes 231 ah through which bolts for fixing the simulated road surface unit 231 to the rotating drum 22 are formed at both ends in the width direction (lateral direction in FIG. 7) of the frame 231 a.

The simulated road surface 23 b is formed by the surfaces of a plurality of simulated road surface bodies 231 b arranged in the circumferential direction. The simulated road surface body 231b of the present embodiment is composed of two circumferentially extending portions (a first portion 231b1 in the left half and a second portion 231b2 in the right half in FIG. 7) formed of different materials. The first portion 231 b 1 forms a first travel lane 23 b 1 described later, and the second portion 231 b 2 forms a second travel lane 23 b 2.

Note that the whole of the simulated road surface body 231b may be uniformly formed of a single material. In addition, although the simulated road surface body 231b of the present embodiment is formed in a cylindrical surface having a smooth surface, for example, the thickness of the simulated road surface body 231b is periodic in the circumferential direction (or both directions in the circumferential direction and the width direction). The surface may be provided with irregularities in the circumferential direction (or both in the circumferential direction and in the width direction) by changing it in a random or random manner.

Further, in this embodiment, although the simulated road surface body 231b formed in advance is attached to the frame 231a by the pressing plate 231c, through holes for passing bolts for fixing to the frame 231a are provided in the simulated road surface body 231b, The simulated road surface body 231b may be directly attached to the frame 231a with a bolt. For example, the simulated road surface body 231b may be fixed on the surface of the simulated road surface unit 231 by filling the recessed portion 231ad with a material having plasticity, such as concrete or a curable resin, and curing the material.

The simulated road surface body 231b is made of, for example, an aggregate obtained by pulverizing a ceramic excellent in wear resistance such as silicon carbide or alumina (further, if necessary, polishing), a curable resin such as urethane resin or epoxy resin. It is a member obtained by molding and curing one to which a binder (binder) is added.

In the present embodiment, the simulated road surface 23 b is divided into two traveling lanes (first traveling lane 23 b 1 and second traveling lane 23 b 2) in the axial direction (width direction) of the rotary drum 22. In the present embodiment, two traveling lanes are formed on the simulated road surface 23b, but a single or three or more traveling lanes may be formed. The two travel lanes 23b1 and 23b2 of the simulated road surface 23b are formed by changing the particle size and amount of the aggregate to be used. The first traveling lane 23b1 on the right side facing the traveling direction is a simulated road surface simulating a smooth road surface such as an asphalt paved road surface, and the second traveling lane 23b2 on the left is a simulated road surface simulating a rough road surface such as cobblestone is there. By switching the travel lanes 23b1 and 23b2 of the simulated road surface 23b on which the test tire T is to be in contact with the ground, the road surface conditions can be changed. Switching of the traveling lane is performed by a traverse mechanism 11 (a traveling lane switching mechanism) of a tire holding unit 10 described later.

The rotary drive unit 30 includes a motor 32 and a power coupling unit 34 that couples the power output from the motor 32 to a power circulation circuit. The motor 32 is driven and controlled by an inverter circuit 32a (FIG. 5). The shaft 32 b of the motor 32 is coupled to the input shaft 34 a of the power coupling 34. One end 34 b 1 of the output shaft 34 b of the power coupling portion 34 is coupled to the shaft 22 a of the rotary drum 22, and the other end 34 b 2 of the output shaft 34 b is coupled to one end of the drive shaft 62. The output shaft 34 b of the power coupling portion 34 constitutes a part of a power circulation circuit, and the output shaft of the motor 32 is coupled to the power circulation circuit via the power coupling portion 34. That is, the power circulation circuit is rotationally driven by the motor 32, and the number of rotations of the power circulation circuit is controlled.

The relay portion 40 includes a gear box 42, a drive pulley 44, a bearing portion 45 rotatably supporting an axis of the drive pulley 44, and a tension pulley for applying a predetermined tension to a V-belt 66 wound around the drive pulley 44. 46 and a bearing portion 47 rotatably supporting the shaft of the tension pulley 46.

The gear box 42 includes a first gear 42a coupled to the other end of the drive shaft 62, and a second gear 42b meshing with the first gear 42a. The second gear 42 b is coupled to the shaft of the drive pulley 44. In the present embodiment, since the number of teeth of the first gear 42a and the second gear 42b is the same, the gear box 42 converts the rotation input from the drive shaft 62 into rotation in a constant speed reverse direction to drive It transmits to the pulley 44.

The first gear 42a and the second gear 42b can be replaced with ones having different numbers of teeth (diameters). For example, the rotational speed may be increased or decreased by the gear box 42 by giving a difference to the number of teeth of the first gear 42a and the second gear 42b. In order to make it possible to change the number of teeth of the first gear 42a and the second gear 42b, the distance between the rotation axes of the first gear 42a and the second gear 42b can be changed. Specifically, the position of the rotation shaft of the second gear 42b is fixed, and the position of the rotation shaft of the first gear 42a moves laterally (in the direction of the distance from the second gear 42b; that is, in the X axis direction). It is possible. When changing the number of teeth of each gear, the position of the rotation shaft of the first gear 42a is moved laterally to adjust the meshing with the second gear 42b. The rotary drive unit 30 (specifically, the other end 34b2 of the output shaft 34b of the power coupling unit 34) and the first gear 42a are connected by a drive shaft 62 having universal joints 621 at both ends and a variable length. ing. Therefore, even if the first gear 42a moves sideways, distortion does not occur in the drive shaft 62 and the first gear 42a, and smooth rotation of the power circulation circuit is maintained.

FIG. 8 is a longitudinal sectional view of the torque generating unit 50 (torque generating device). The torque generation unit 50 includes an outer cylinder 51 (case), a servomotor 52 provided in the outer cylinder 51, a reduction gear 53 and a shaft 54, and three bearing

units

55, 55 for rotatably supporting the outer cylinder 51. 56, a slip ring 57 (slip ring 57a, brush 57b), a bearing 58 rotatably supporting the slip ring 57a, and a driven pulley 59.

In the present embodiment, as the servomotor 52, an AC servomotor of an ultra-low-inertia / high-power type, whose rated moment is 7 kW to 37 kW and whose inertia moment of the rotating part is 0.01 kg · m ² or less, is used. As shown in FIG. 5, the servomotor 52 is connected to the central control unit 70 via a servo amplifier 52a.

The outer cylinder 51 has a cylindrical motor housing portion 512 and a reduction gear holder 513 having a large diameter, and substantially

cylindrical shaft portions

514 and 516 having a small diameter. The shaft portion 514 is coaxially coupled to one end (right end in FIG. 8) of the motor housing portion 512 (that is, the rotation axes coincide with each other). In addition, a shaft 516 is coaxially coupled to the other end (left end in FIG. 8) of the motor housing 512 via the reduction gear holder 513. The shaft portion 514 is rotatably supported by the bearing portion 56, and the shaft portion 516 is rotatably supported by the pair of bearing portions 55.

A driven pulley 59 coupled to the shaft 516 is disposed between the pair of bearings 55. The outer cylinder 51 is rotationally driven by a V-belt 66 (FIG. 1) wound around the drive pulley 44 of the relay unit 40 via the driven pulley 59.

Bearings 517 are provided at both ends of the inner periphery of the shaft portion 516. The shaft 54 is inserted into the hollow portion of the shaft portion 516 and rotatably supported by the shaft portion 516 via a pair of bearings 517. The shaft 54 penetrates the shaft portion 516, and one end thereof protrudes into the reduction gear holding portion 513, and the other end protrudes to the outside of the outer cylinder 51.

A servomotor 52 is housed in the hollow portion of the motor housing portion 512. The axis 521 of the servomotor 52 is arranged coaxially with the motor housing 512, and the motor case is fixed to the motor housing 512 by a plurality of rods 523. Further, the flange 522 of the servomotor 52 is connected to the gear case 53 a of the reduction gear 53 via the connecting cylinder 524. The gear case 53 a of the reduction gear 53 is fixed to the inner flange 513 a of the reduction gear holder 513.

The shaft 521 of the servomotor 52 is connected to the input shaft 531 of the reduction gear 53. Further, a shaft 54 is connected to the output shaft 532 of the reduction gear 53. The torque output from the servomotor 52 is amplified by the reduction gear 53 and transmitted to the shaft 54. The rotation of the shaft 54 is obtained by adding the rotation driven by the servomotor 52 to the rotation of the outer cylinder 51 driven by the motor 32 of the rotary drive unit 30.

A slip ring 57 a is connected to the shaft portion 514 of the outer cylinder 51. The brush 57 b in contact with the slip ring 57 a is supported by the fixed frame 58 a of the bearing 58. The cable 525 of the servomotor 52 is passed through the hollow portion of the shaft portion 514 and connected to the slip ring 57a. The brush 57b is connected to the servo amplifier 52a (FIG. 5). That is, the servomotor 52 and the servo amplifier 52a are connected via the slip ring portion 57.

Next, the configuration of the tire holding portion 10 will be described with reference to FIGS. 1-3 and 9. FIG. 9 is a rear view (partial cross-sectional view) of the tire holding portion 10. The tire holding unit 10 is a mechanical unit that grounds the test tire T in a predetermined alignment with the simulated road surface 23b and rotatably holds the test tire T while applying a predetermined load. The tire holding unit 10 includes four

base plates

101, 102, 103, and 104 stacked vertically, and a spindle unit 15 that rotatably holds the test tire T. The tire holding unit 10 further includes a traverse mechanism 11, a camber angle adjustment mechanism 12, a tire load adjustment mechanism 13, and a slip angle adjustment mechanism 14 as an alignment mechanism of the test tire T. The alignment mechanism is a mechanism capable of adjusting the alignment of the test tire T with respect to the simulated road surface 23b by changing the position or the orientation of the spindle portion 15.

The traverse mechanism 11 (travel lane switching mechanism) moves the base plate 102 in the Y-axis direction with respect to the base plate 101, thereby moving the position of the test tire T in the axial direction, and causing the test tire T to contact the ground surface 23b. The driving lanes 23b1 and 23b2 are switched. The traverse mechanism 11 includes a plurality of linear guides 111 for guiding the base plate 102 in the axial direction (Y-axis direction) of the rotary drum 22 with respect to the base plate 101, a servomotor 112 for driving the baseplate 102, and rotational movement of the servomotor 112. And a ball screw 113 (feed screw mechanism) for converting it into a linear motion in the Y-axis direction. The ball screw 113 includes a screw shaft 113a and a nut 113b.

Each linear guide 111 is provided with a rail 111a and one or more carriages 111b capable of traveling on the rail 111a via rolling elements (not shown). The rail 111 a of the linear guide 111 is attached to the upper surface of the base plate 101, and the carriage 111 b is attached to the lower surface of the base plate 102. That is, the base plate 101 and the base plate 102 are slidably coupled in the Y-axis direction via the plurality of linear guides 111.

Further, a servomotor 112 whose axis is oriented in the Y-axis direction is attached to the base plate 101. The shaft of the servomotor 112 is coupled to the screw shaft 113 a of the ball screw 113, and the nut 113 b is attached to the lower surface of the base plate 102. By driving the servomotor 112, the base plate 102 moves in the Y-axis direction with respect to the base plate 101. As a result, the position of the test tire T with respect to the rotating drum 22 moves in the Y-axis direction, and the traveling lanes 23b1 and 23b2 of the simulated road surface 23b on which the test tire T is in contact are switched.

As shown in FIG. 5, the servomotor 112 is connected to the central control unit 70 via a servo amplifier 112a. The switching operation of the traveling lane by the servomotor 112 is controlled by the central control unit 70.

FIG. 9 is a rear view showing the upper portion of the tire holding portion 10. The camber angle adjustment mechanism 12 is a mechanism that adjusts the camber angle of the test tire T by pivoting the base plate 103 around the Z axis with respect to the base plate 102. The camber angle adjustment mechanism 12 includes a shaft 121 extending vertically, a bearing 122 rotatably supporting the shaft 121, a curved guide 123 guiding the pivot of the base plate 103 around the shaft 121, and a shaft in the Y-axis direction. A servomotor 124 mounted on the base plate 102 and a ball screw 125 (feed screw mechanism) for converting the rotational motion of the servomotor 124 into linear motion in the Y-axis direction are provided.

The shaft 121 is attached to the base plate 103, and the bearing 122 is attached to the base plate 102. The bearing 122 is provided with a rotary encoder 122a (camber angle detection means) shown in FIG. 5 that detects the angular position (that is, the camber angle) of the shaft 121. Further, the shaft 121 is disposed immediately below the contact surface where the test tire T contacts the rotating drum 22. Specifically, the center line (rotational axis) of the shaft 121 is a straight line passing through the contact surface perpendicular to the spindle 152. The curved guide 123 includes an arc-shaped rail 123a concentric with the shaft 121, and a carriage 123b capable of traveling on the rail 123a via rolling elements (not shown). The rail 123 a is attached to the upper surface of the base plate 102, and the carriage 123 b is attached to the lower surface of the base plate 103. The screw shaft 125a of the ball screw 125 is coupled to the shaft of the servomotor 124, and the nut 125b is attached to the base plate 103 via a hinge 126 which is pivotable about a vertical axis. By driving the servomotor 124, the base plate 103 pivots about the axis 121, and the camber angle of the test tire T changes.

As shown in FIG. 5, the servomotor 124 is connected to the central control unit 70 via a servo amplifier 124a. The adjustment operation of the camber angle by the servomotor 124 is controlled by the central control unit 70.

The tire load adjusting mechanism 13 adjusts the vertical load (contact pressure) applied to the test tire T by moving the test tire T in the radial direction by moving the base plate 104 in the X-axis direction with respect to the base plate 103. It is a mechanism. The tire load adjusting mechanism 13 includes a plurality of linear guides 131 for guiding the base plate 104 in the radial direction (X-axis direction) of the rotary drum 22 with respect to the base plate 103, a servo motor 132 for driving the base plate 104, and a servo motor 132. A ball screw 133 (feed screw mechanism) is provided to convert rotational movement into linear movement in the X-axis direction.

The linear guide 131 includes a rail 131a extending in the X-axis direction, and a carriage 131b capable of traveling on the rail via the rolling elements. The rail 131 a of the linear guide 131 is attached to the upper surface of the base plate 103, and the carriage 131 b is attached to the lower surface of the base plate 104.

Further, a servomotor 132 whose axis is oriented in the X-axis direction is attached to the base plate 103. The shaft of the servomotor 132 is coupled to the screw shaft 133 a of the ball screw 133, and the nut 133 b is attached to the base plate 104. By driving the servomotor 132, the base plate 104 is moved in the X-axis direction with respect to the base plate 103 together with the nut 133b. As a result, the inter-axial distance between the rotary drum 22 and the test tire T changes, and the load of the test tire T changes.

As shown in FIG. 5, the servomotor 132 is connected to the central control unit 70 via a servo amplifier 132a. The load adjustment operation of the test tire T by the servomotor 132 is controlled by the central control unit 70.

The slip angle adjusting mechanism 14 rotates the spindle unit 15 about the X axis with respect to the base plate 104, thereby tilting the rotation axis of the test tire T about the X axis with respect to the rotation axis of the rotating drum 22. This is a mechanism for adjusting the slip angle of T.

The slip angle adjustment mechanism 14 has an axis 141 whose one end is fixed to the spindle case 154 (bearing part) of the spindle part 15 and extends in the Y axis direction, and the axis 141 about the X axis (that is, about an axis perpendicular to the ground surface). ), A servomotor 143, and a ball screw 144 (feed screw mechanism). The bearing portion 142 includes a rotary encoder 142a (FIG. 5) that detects the angular position of the shaft 141 (ie, the slip angle of the test tire T). The center line (rotational axis) of the shaft 141 passes through the approximate center of the wheel portion 156 and is disposed perpendicular to the rotational axis of the wheel portion 156. The servomotor 143 is attached to the base plate 104 via a hinge 143b pivotable about the Y-axis, with the axis directed substantially in the Z-axis direction. The shaft of the servomotor 143 is coupled to the screw shaft 144 a of the ball screw 144. Further, the nut 144b of the ball screw 144 is attached to one end of the spindle case 154 in the X-axis direction (a position away from the center of the axis 141 in the X-axis direction) via the hinge 146 pivotable around the Y axis. It is done.

The spindle case 154 rotates with the shaft 141 by driving the servomotor 143 and moving the nut 144 b of the ball screw 144 up and down. Thereby, the slip angle of the test tire T held by the spindle portion 15 changes.

As shown in FIG. 5, the servomotor 143 is connected to the central control unit 70 via a servo amplifier 143a. The adjustment operation of the slip angle by the servomotor 143 is controlled by the central control unit 70.

The spindle portion 15 includes a spindle 152, a spindle case 154 (bearing portion) rotatably supporting the spindle 152, and a wheel portion 156 coaxially attached to one end of the spindle 152. The test tire T is attached to the wheel portion 156. The spindle 152 has a torque sensor 152a for detecting a torque applied to the test tire T, three component forces applied to the test tire T (that is, a force in the X axis direction (Radial Force; load), a force in the Y axis direction [Lateral Force; A three-component force sensor 152b (FIG. 5) is provided to detect the lateral force] and the force in the Z-axis direction (Tractive Force; tangential force). The spindle case 154 also includes a rotary encoder 154 b (FIG. 5) that detects the number of revolutions of the spindle (i.e., the test tire T). Since piezoelectric elements are used for both the torque sensor 152a and the three component force sensor 152b, the spindle 152 and the spindle case 154 have high rigidity, which enables high-accuracy measurement. In addition, the wheel unit 156 includes an air pressure sensor 156 a (FIG. 5) that detects the air pressure of the test tire T.

The tire holding unit 10 is provided with a tire temperature control system 18 (only a fan duct 182a is shown in FIG. 2) for adjusting the temperature of the test tire T by applying cold air or warm air to the test tire T. The temperature of the test tire T (particularly, the temperature of the tread surface) at the time of the test (during running) influences the test result (the amount of wear). Therefore, it is desirable to keep the temperature of the tread surface of the test tire T within a certain temperature range (for example, 35 ± 5 ° C.) during the test. Moreover, also in measurement of the abrasion loss of test tire T mentioned later, the temperature of test tire T influences a measurement result. In order to measure the amount of wear accurately, it is necessary to adjust the temperature of the test tire T to a predetermined reference temperature (for example, 25 ° C.) at the time of measurement. Therefore, using the tire temperature adjustment system 18, the temperature of the test tire T is adjusted to the set temperature during the test and the measurement of the amount of wear.

The tire temperature control system 18 (FIG. 5) includes a control unit 181, a spot air conditioner 182 and a temperature sensor 183. The temperature sensor 183 is a non-contact temperature sensor (a radiation thermometer) that measures the temperature of the tread surface of the test tire T, and is disposed to face the tread surface. The control unit 181 controls the operation of the spot air conditioner 182 based on the measurement result of the temperature sensor 183 so that the deviation from the set temperature is eliminated, and cool air or warm air is applied to the tread surface of the test tire T or the like. Or blow at room temperature. The set temperature of the test tire T can be set to different values at the time of test (during running) and at the time of wear amount measurement. In addition, different set temperatures can be set according to the type of test tire T. Further, the tire temperature control system 18 may be further provided with a temperature sensor for measuring the room temperature to control the operation of the spot air conditioner 182 based on the room temperature and the temperature of the test tire T.

The tire temperature control system 18 according to the present embodiment is configured to control the temperature of the test tire T by blowing warm air or cold air onto the test tire T using the spot air conditioner 182, The tire temperature control system is not limited to this configuration. For example, a cover (temperature-controlled room) that encloses the entire test tire T may be provided, and the temperature of the test tire T may be adjusted by adjusting the temperature in the cover.

Further, the set temperature at the time of the test may be set in accordance with the climate of the area where the tire is used. Also, tire wear is accelerated by the increase in temperature. Therefore, by using the tire temperature control system 18, the acceleration deterioration test can be performed by adjusting the temperature of the test tire T at the time of the test higher than the temperature of the tire at the time of normal traveling.

Further, the tire holding unit 10 is provided with a two-dimensional laser displacement sensor 17 (hereinafter, abbreviated as "displacement sensor 17") used to measure the wear amount of the tread of the test tire T. The displacement sensor 17 uses a laser beam (laser light sheet) spread in a band shape by a cylindrical lens to form a two-dimensional profile of the tread surface of the test tire T (cross-sectional shape cut along a plane including the tire rotation axis) Measure without contact.

As shown in FIG. 5, the displacement sensor 17 is connected to the measuring unit 80 and functions as a wear measuring unit together with the measuring unit 80. The measurement unit 80 controls the operation of the displacement sensor 17 and calculates the wear amount of the test tire T based on the two-dimensional profile acquired by the displacement sensor 17.

The two-dimensional profile measurement by the wear measurement unit is performed before and after the tire test (additionally in the middle of the test) with the test tire T stationary. The amount of wear of the test tire T produced by the test is calculated based on the two-dimensional profile measured before and after (and during) the test. As described above, since the measured value of the amount of wear of the tire is affected by the temperature of the tire, when the measurement is performed after the test is completed (or stopped), natural radiation or forced cooling by the tire temperature control system 18 It is desirable to test after the entire tire reaches a predetermined reference temperature.

FIG. 10 is a schematic view of a two-dimensional profile of a tread surface of a test tire T acquired by two-dimensional profile measurement using the wear measurement unit. In FIG. 10, the horizontal axis (Y) indicates the position in the width direction of the test tire T, and the vertical axis (H) indicates the position in the height direction of the groove of the test tire T (radial direction of the test tire T). The test tire T has four grooves G1, G2, G3 and G4 extending in the circumferential direction. By the image analysis of the two-dimensional profile, U-shaped recessed portions in the two-dimensional profile are associated with the respective grooves G1 to G4.

Further, near regions L1 and R1, L2 and L2, L3 and R3, and L4 and R4 are respectively set in predetermined ranges on both sides in the width direction (Y-axis direction) of the grooves G1 to G4. Hereinafter, the n-th groove is indicated by the symbol Gn, and the region near the groove Gn is indicated by the symbols Ln and Rn. A region near the negative horizontal axis direction (left side in FIG. 10) of the groove Gn is referred to as a near region Ln, and a region near the positive horizontal axis direction (right side in FIG. 10) of the groove Gn is referred to as a near region Rn. The near region Ln (Rn) is set, for example, as a region from the left end (right end) of the groove Gn to a half distance of the width of the groove Gn.

The depth Dn of the groove Gn is calculated, for example, as the difference between the average value of the heights H in the near regions Ln and Rn and the average value of the height H in the grooves Gn. Further, the wear amount Wn of each groove Gn before and after the test is calculated as the difference between the depth Dn of the groove Gn before and after the test. Further, the average wear amount W of the test tire T is calculated as an average value of the wear amounts W1 to W4.

Also, in addition to the groove depth Dn described above (or in place of the groove depth Dn), the minimum groove depth Dn _min may be calculated. The minimum groove depth Dn _min of the groove Gn is, for example, the average value of the minimum value of the height H in the vicinity region Ln and the minimum value of the height H in the vicinity region Rn, and the maximum value of the height H in the groove Gn. Calculated as the difference of In this case, the wear amount Wn and the average wear amount W may be calculated using the minimum groove depth Dn _min instead of the groove depth Dn.

The method of calculating the wear amount Wn and the average wear amount W is not limited to those exemplified above, and may be calculated by other methods. For example, in the above example, the depth Dn of the groove Gn and the minimum groove depth Dn _min are calculated using the heights H of both the near regions Ln and Rn, but either of the near regions Ln and Rn The depth Dn of the groove Gn or the like may be calculated using the height H on one side (for example, the one closer to the center in the width direction of the test tire T). In addition, an approximate curve (for example, a quadratic curve) of a two-dimensional profile is obtained for each of the grooves G1 to G4 and the portions other than the grooves G1 to G4 by the least square method or the like, and the average distance between both the approximated curves before and after the test The average wear amount W may be calculated as the difference between

In addition, the wear measurement unit 17 measures the wear amount W _L per unit travel distance (for example, 1 km) and the wear amount W per unit travel time (for example, 1 hour) along with the wear amount Wn and average wear amount W of each groove Gn. Calculate and display _T.

The tire holding unit 10 is provided with a lubricant spreading device 16 (powder spraying device) for spraying a lubricant (object to be sprayed) on the tread surface of the test tire T and the simulated road surface 23b of the rotating drum 22. The lubricant spraying device 16 sprays a mixture of lubricants dispersed in air from the front in the traveling direction (upward in FIG. 1) of the contact portion of the test tire T and the simulated road surface 23b. As a result, malfunction and failure caused by adhesion of rubber powder generated by abrasion of the test tire T to each part of the tire test apparatus 1 are prevented. Moreover, the influence of the adhesion of the rubber powder on the test tire T, the simulated road surface 23b and the like to the test results is reduced by the spreading of the lubricant, and the test accuracy is improved.

For the lubricant, for example, a noncombustible powder such as talc (hydrous magnesium silicate) is used. This prevents dust explosion, eliminates the need for safety measures against dust explosion such as explosion-proof equipment, and enables significant reduction of initial cost and running cost.

FIG. 11 is a view showing a schematic configuration of the lubricant scattering device 16. The lubricant scattering device 16 comprises a hopper 161 (storage unit) in which lubricant is stored, a stirring bar 162 for stirring the inside of the hopper 161, a drive unit 163 for rotationally driving the stirring bar 162, and the lubricant in a quantitative manner. The fixed quantity conveying part 164 which conveys, the ejector 166 which sucks the lubricating material and mixes it with air and ejects it, the pipe line 165 which guides the lubricating material from the quantitative conveying part 164 to the ejector 166, and the lubricating material from the ejector 166 to the spraying position A conduit 167 for conducting the dispersed air, and a trumpet lug 168 attached to the end of the conduit 167 are provided.

Stirring bar 162 includes a rod 162a extending vertically, three pairs of branch portions 162b extending perpendicularly in the radial direction from the side surface of rod 162a toward the inner peripheral surface of hopper 161, and the tip of each pair of branch portions 162b. The three shoe holding portions 162c (slider holding portions) attached thereto and the three shoes 162d (sliders) held by the shoe attachment portions 162c are provided. The rod 162 a is disposed concentrically with the cylindrical inner peripheral surface of the hopper 161, and one end thereof is connected to the drive unit 163. Each shoe 162 d is disposed such that the tip thereof contacts the inner peripheral surface of the hopper 161, and pivots along the inner peripheral surface of the hopper 161 while scraping off the lubricant adhering to the inner peripheral surface of the hopper 161. In the present embodiment, a brush formed of, for example, a conductive (or antistatic) resin is used as the shoe 162 d. During operation of the tire testing device 1, the lubricant in the hopper 161 is constantly stirred by the stirring bar 162. As a result, fluctuations in the amount of lubricant supply and interruptions in supply due to aggregation and clogging of the lubricant in the hopper 161 are prevented. Since the lubricant adheres to the inner peripheral surface of the hopper 161 and tends to be a starting point of aggregation, clogging of the lubricant can be effectively prevented by rubbing the inner peripheral surface of the hopper 161 with the tip of the shoe 162d. Stable supply is possible.

Although a brush is used as the shoe 162d in the present embodiment, a member other than the brush (for example, a sponge or a sheet having rubber elasticity) may be used as the shoe 162d. The elasticity of the shoes 162 d causes the shoes 162 d to be pressed against the inner peripheral surface of the hopper 161 with an appropriate force, and the lubricant fixed to the inner peripheral surface of the hopper 161 is scraped off. When the shoe 162d does not have appropriate elasticity, the shoe attachment portion 162c or the branch portion 162b may have elasticity. For example, by using a plate spring for the branch portion 162 b, the elastic force of the plate spring can press the shoe 162 d against the inner circumferential surface of the hopper 161. Further, by using the resin or rubber shoe 162d, it is possible to prevent the damage and abrasion of the inner peripheral surface of the hopper 161 due to the sliding of the shoe 162d.

Also, by using the shoe 162d formed of a conductive material (for example, a synthetic resin into which carbon black is kneaded), accumulation of lubricant on the surface of the shoe 162d due to static electricity is prevented.

The drive unit 163 includes a motor 163m, a driver 163md (FIG. 5) that supplies a drive current to the motor 163m, and a reduction gear 163g that reduces the number of rotations of the output of the motor 163m.

The axes of the hopper 161 and the stirrer 162 are vertically oriented in the present embodiment, but may be oriented vertically (that is, the axes may be inclined relative to the vertical).

The quantitative conveyance unit 164 includes a cylindrical case 164a having a cylindrical hollow portion, a substantially cylindrical screw 164b concentrically accommodated in the hollow portion of the case 164a, and a driving unit 164c for rotationally driving the screw 164b. ing. The drive unit 164c is provided with a servomotor 164cm and a servo amplifier 164cma for supplying a drive current to the servomotor 164cm. Instead of the servomotor 164 cm, another type of motor capable of controlling the rotational speed may be used.

The screw 164b has a substantially cylindrical main body portion 164b1 in which a spiral groove is formed on the outer periphery, and a shaft portion 164b2 axially extending from both axial ends of the main body portion 164b1 and thinner than the main body portion 164b1. In addition, bearing holes 164a1 rotatably fitted with the shaft portion 164b2 are formed at both axial ends of the case 164a. The shaft of the drive unit 164c is connected to one of the shaft portions 164b2.

Openings are provided at both axial ends of the case 164a. An inlet 164a2, which is one opening, is formed on the upper surface at one end of the case 164a. Further, an outlet 164a3, which is the other opening, is formed on the lower surface at the other end side of the case 164a. The outlet of the hopper 161 is connected to the inlet 164a2, and a straight pipe 164d extending vertically is connected to the outlet 164a3.

One spiral groove is formed on the outer periphery of the screw 164b. The spiral groove is formed in a semicircular cross section. In the present embodiment, the pitch of the spiral grooves is constant, but may be an unequal pitch. Further, a plurality of spiral grooves (multi-helix structure) may be formed in the screw 164b. The outer diameter of the main body portion 164b1 of the screw 164b is slightly smaller than the inner diameter of the hollow portion of the case 164a. When the gap between the outer peripheral surface of the screw 164b and the inner peripheral surface of the case is narrow, the lubricant is clogged in the gap to increase the frictional resistance, and conversely, when the gap is wide, the transport efficiency is reduced.

By the rotation of the screw 164b, the lubricant moves in the hollow portion of the case 164a from the inlet 164a2 toward the outlet 164a3 and is discharged from the straight pipe 164d. Since the amount of lubricant conveyed per rotation of the screw 164b is constant, it is possible to continuously feed the lubricant at a constant speed by rotating the screw 164b at a constant velocity. In addition, it is possible to adjust the supply speed of the lubricant by changing the number of rotations of the screw 164b.

The ejector 166 operates with the compressed air supplied from the pipe 166a as a drive source, and ejects the compressed air from the built-in nozzle toward the discharge side at a high speed, so that the suction port connected with the pipe line 165 is negative. The pressure is used to suck the lubricant from the suction port, and the air in which the lubricant is dispersed is ejected from the discharge port to which the conduit 167 is connected.

The inlet of the pipe line 165 is vertically opposed to the outlet of the straight pipe 164 d of the quantitative conveyance unit 164 via the gap G. The negative pressure generated by the ejector 166 causes air to flow into the conduit 165 from the gap G. The lubricant dropped from the outlet of the straight pipe 164 d is introduced into the pipe line 165 by the air flowing in from the gap G.

Further, the tip end of the pipe line 167 (trumpet glove 168) is disposed directly above the contact portion between the test tire T and the simulated road surface 23b. The air containing the lubricant ejected from the ejector 166 passes through the pipe line 167 and is jetted from the trumpet 160 toward the grounding portion. Further, as shown in FIG. 11, the test tire T and the rotary drum 22 are rotationally driven in the direction in which the ground contact portion moves downward. That is, the lubricant is injected from the front in the traveling direction toward the ground contact portion.

By spraying a lubricant on the front of the contact portion between the test tire T and the simulated road surface 23b using the lubricant scattering device 16 described above, the rubber waste generated by the abrasion of the test tire T is the test tire T or the tire Adherence to the test apparatus 1 is prevented, and a decrease in test accuracy and failure of the tire test apparatus 1 due to the adhesion of rubber chips are prevented.

As shown in FIG. 5, the motor 163 m of the drive unit 163 of the lubricant scattering device 16 and the servomotor 164 cm of the fixed amount conveyance unit 164 are connected to the central control unit 70. The operation of the lubricant spreader 16 is controlled by the central control 70.

As shown in FIG. 5, the interface unit 90 of the control system 1a is, for example, a user interface for performing input / output with a user, a network interface for connecting with various networks such as a LAN (Local Area Network), It includes one or more of various communication interfaces such as Universal Serial Bus (USB) and General Purpose Interface Bus (GPIB) for connecting to an external device. In addition, the user interface includes, for example, various operation switches, displays, various display devices such as LCD (liquid crystal display), various pointing devices such as mouse and touch pad, touch screen, video camera, video camera, printer, scanner, buzzer, speaker , One or more of various input / output devices such as a microphone, a memory card reader / writer, etc.

The displacement sensor 17, the

rotary encoders

122a, 142a, 154b and 241, the torque sensor 152a, the three component force sensor 152b, the air pressure sensor 156a and the temperature sensor 183 are connected to the measurement unit 80. The measuring unit 80 calculates the torque applied to the test tire T, the radial force, the traction force and the lateral force, the number of rotations of the test tire T, the camber angle, and the like based on the signals of the respective sensors. The slip angle, the temperature and air pressure of the tread surface, the rotation speed of the rotary drum 22 and the road surface speed (the peripheral speed of the rotary drum 22) are measured, and these measured values are transmitted to the central control unit 70. The road surface speed is calculated from the measurement value of the rotation speed of the rotary drum 22 by the rotary encoder 241.

The central control unit 70 displays the measurement value acquired from the measurement unit 80 on the display device according to the setting, and stores the measurement value in the non-volatile memory 71 together with the measurement time.

Servomotors

52, 112, 124, 132, 143 and 164 cm are connected to the central control unit 70 via

servo amplifiers

52a, 112a, 124a, 132a, 143a and 164 cma, respectively. Further,

motors

32 and 163 m are connected to the central control unit 70 via an inverter circuit 32 a and a driver 163 md, respectively. Further, a spot air conditioner 182 and a temperature sensor 183 are connected to the central control unit 70 via the control unit 181 of the tire temperature adjustment system 18.

In a test using the tire testing apparatus 1 of the present embodiment, an actual running test for checking in advance the wearing condition when the vehicle is mounted on an actual vehicle and travels with respect to a tire of a design serving as a reference (hereinafter referred to as "reference tire"). The test conditions are adjusted so that the same wear condition as the actual running test is reproduced in the bench test by the tire testing apparatus 1, and the tires of various designs are adjusted according to the adjusted test conditions (referred to as "adjusted test conditions"). Tests are conducted. The reference tire is selected from tires relatively similar in design to the tire to be tested. For example, reference tires are set for each of a passenger car tire and a bus / truck tire.

According to the embodiment of the present invention described above, since the motor is used without using the hydraulic device, the amount of electricity used can be significantly reduced compared to the conventional test apparatus.

In addition, since the power consumption is small, the tire test apparatus 1 can be operated stably even when the power supply is limited due to a large scale disaster or the like.

Also, since no hydraulic system is used, the problem of environmental pollution due to hydraulic fluid does not occur.

In addition, rubber tires deteriorate in quality when they come in contact with hydraulic fluid, so it is difficult to perform accurate tests in a test environment contaminated with hydraulic fluid. If the tire testing device 1 of the present embodiment is used, the test tire T is not contaminated with the hydraulic oil, so that more accurate testing can be performed.

In the present embodiment, the torque generating unit 50 (torque generating device) is an AC of ultra-low-inertia, high-power type with an inertia moment of the rotating unit of 0.01 kg · m ² or less and a rated output of 22 kW (7 kW to 37 kW). The use of a servomotor makes it possible to generate rapid torque fluctuations, and makes it possible to accurately reproduce complex waveform torque changes.

Also, in the conventional power circulation system, torque is first applied to the power circulation circuit, and rotational drive is started in the state where torque is applied, so torque can not be changed during the test. , Could only apply a constant torque. In the tire testing apparatus 1 of the present embodiment, a torque generator equipped with an AC servomotor of an ultra-low inertia and high output type is incorporated in a power circulation circuit, so that it is complicated at high speed (high frequency) while traveling at high speed. It is possible to give various torque fluctuations to the specimen, and it is possible to accurately simulate tests under severe and complex conditions such as rapid acceleration and deceleration during high-speed travel, and ABS brake tests.

In addition, in the configuration using a single drive motor in the related art, since the drive motor is required to be driven to rotate at high speed and large torque, a test of a passenger car tire requires a large capacity motor of 600 kW or more. . However, by adopting the torque generating device of this embodiment, the role of each motor can be divided into low speed / high torque driving and high speed / low torque driving, so the capacity of the servomotor 52 of the torque generating unit 50 is sufficient at 22 kW. Since the capacity of the motor 32 of the rotary drive unit 30 is also sufficient at 37 kW, a total capacity of 60 kW is sufficient at all, and it is possible to reduce the required electricity consumption to about 1/10. In addition, the amount of electricity used is reduced to about 1/13 in the test equipment that is suitable for the test of truck and bus tires. In addition, when using a hydraulic motor, power is used to control the temperature of hydraulic fluid even when it is not in operation, but since the electric motor consumes little power during rest, the substantial amount of electricity used is 1 / It can be reduced to about fifteen.

In addition, the use of a low-capacity motor makes it possible to reduce the manufacturing cost and also allows the device to be miniaturized.

Further, in the tire testing device 1 of the present embodiment, the durability of the simulated road surface 23b is improved by forming the simulated road surface 23b using a novel composite material, and the running cost can be reduced. In addition, if the simulated road surface 23b of this embodiment is used, it is possible to conduct tests accurately simulating various road surfaces by changing the aggregate and the binder.

Second Embodiment
Next, a second embodiment of the present invention will be described. 12 and 13 are a plan view and a front view of a tire testing apparatus 1000 according to a second embodiment of the present invention, respectively. In addition, in each figure, a part of tire testing apparatus 1000 is shown with the cross section for the facilities of description. In addition, the same or corresponding reference numerals are given to constituent elements common to or corresponding to those in the first embodiment, and redundant description will be omitted.

The tire testing apparatus 1000 of the present embodiment is configured to be able to test a passenger car tire and a bus / truck tire with a single testing apparatus.

The tire testing apparatus 1000 has two power circulation circuits (power circulation circuit A, power circulation circuit B) sharing a part of the relay unit 1040 (gear box 1042, shaft 1049) and the road surface unit 1020 (rotary drum 1022). It is comprised so that the test of two test tires T1 and T2 can be done simultaneously.

Further, in the present embodiment, the rotary drive unit 1030 is installed on the frame 1020 F of the road surface unit 1020, and the power of the motor 1032 is coupled to the shaft of the motor 1032. It is configured to be transmitted to each of the power circulation circuits A and B via a driven pulley 1025 and a rotating drum 1022 coupled to 1022a.

Two sets of drive pulleys 1044A and 1044B and driven

pulleys

1048A and 1048B are provided in the relay portions 1040A and 1040B, respectively. One set is for a reduction gear ratio for testing of passenger car tires, and the other is for a reduction gear ratio for testing of bus and truck tires. The V-

belts

1066A and 1066B are wound around a pulley pair for a passenger car tire at the time of testing a passenger car tire, and wound around a pulley pair for a bus, a truck and a tire at the time of testing a bus truck tire. Only by changing the V-

belts

1066A and 1066B, it is possible to change to a reduction gear ratio suitable for various tires.

The relay unit 1040 includes one first gear 1042 a and two second gears 1042 b. A through hole is provided at the center of the first gear 1042a and the second gear 1042b. Through the through holes, shafts 1041A and 1041B, to which driven

pulleys

1048A and 1048B are respectively attached at one end, are non-contactingly passed. The other ends of the shafts 1041A and 1041B are connected to the shafts 1051A and 1051B of the

torque generation units

1050A and 1050B. Each second gear 1042 b is coupled to the outer cylinder 1051 of the

torque generation units

1050 A and 1050 B.

The above is the description of one embodiment of the present invention. Embodiments of the present invention are not limited to those described above, and various modifications are possible. For example, a configuration such as an embodiment explicitly illustrated in the present specification and / or a configuration obtained by appropriately combining a configuration such as an embodiment obvious to a person skilled in the art from the description in the present specification is included in the embodiments of the present application. .

In the above embodiment, the position of the rotation shaft of the first gear 42a of the relay unit 40 is configured to be movable laterally, but the position of the rotation shaft of the second gear 42b may be configured to be movable laterally. Good. In this case, the second gear 42b and the drive pulley 44 are connected by, for example, a drive shaft 62 provided with a universal joint so that the movement of the second gear 42b is allowed.

In the above embodiment, a V-belt is used for the second connecting means, but a flat belt, a toothed belt or another belt may be used as the second connecting means. Also, chains, wires or other winding medial nodes may be used as the second connection means. In the first embodiment, the relay unit 40 and the torque generation unit 50 are connected by one V-belt, but may be connected by a plurality of second connection units connected in parallel or in series. Moreover, when connecting a plurality of second connection means in series, different types of second connection means may be used in combination.

Claims

Contacting the test tire with a simulated road surface provided on the outer periphery of the rotating drum;
A rotating step of rotating the rotating drum and the test tire grounded on the simulated road surface;
A powder spraying step of spraying a powder which makes it difficult to adhere the rubber waste generated by the abrasion of the test tire on the outer peripheral surface of at least one of the rotating drum and the test tire;
including,
Tire test method.
The powder spraying step is
Transporting the powder at a constant speed;
Dispersing the dispersed powder in a gas;
A spraying step of spraying the gas in which the powder is dispersed onto the outer peripheral surface;
including,
A tire test method according to claim 1.
In the spraying step,
The gas in which the powder is dispersed is sprayed from the front in the running direction toward the contact portion between the simulated road surface and the test tire.
A tire test method according to claim 2.
In the transfer step,
The powder is conveyed at a constant rate by rotating a screw, which is a conveying means, at a predetermined speed.
A tire test method according to claim 2 or claim 3.
The distribution step is
A compressed gas supply step of supplying compressed gas to an ejector;
Suctioning the powder by negative pressure generated by the ejector;
An ejection step of ejecting the powder dispersed in the gas from the ejector;
including,
The tire test method according to any one of claims 2 to 4.
The distribution step is
And b. Guiding the gas ejected from the ejector to a position where the gas is sprayed.
In the induction step, the powder is more uniformly dispersed in the gas,
A tire test method according to claim 5.
The spraying step is
Spraying the gas in which the powder is dispersed from a wrapper,
The tire test method according to any one of claims 2 to 6.
The powder comprises talc,
The tire test method according to any one of claims 1 to 7.
A transport unit that transports the object to be sprayed quantitatively;
An ejector which sucks in the to-be-dispersed body conveyed by the conveyance unit and ejects the gas dispersed by the to-be-dispersed body;
Equipped with a spraying device.
The transport unit
With the screw,
A cylindrical case for accommodating the screw;
And a drive unit configured to rotate the screw at a predetermined rotation speed.
10. Sprayer according to claim 9.
The screw is a substantially cylindrical member having a spiral groove formed on an outer peripheral surface thereof.
A spraying device according to claim 10.
Equipped with a hopper in which the objects to be sprayed are stored;
The inlet of the case opens upward at one axial end of the case,
The outlet of the hopper formed at the bottom of the hopper is connected to the inlet,
A spraying device according to claim 10 or 11.
And a stirrer for stirring the object in the hopper.
The hopper has a cylindrical inner circumferential surface;
The stirrer has a slider that turns while in contact with the inner circumferential surface of the hopper.
A spraying device according to claim 12.
The stirrer is
A rod disposed concentric with the inner circumferential surface of the hopper and rotating about an axis of the inner circumferential surface;
A branch extending from the side surface of the rod toward the inner circumferential surface of the hopper;
A slider holding unit for holding the slider, which is attached to the branch portion;
The spraying device according to claim 13.
Comprising a plurality of said sliders,
The plurality of sliders are arranged at different positions in the axial direction of the hopper,
The spraying apparatus of Claim 13 or Claim 14.
The two adjacent sliders in the axial direction of the hopper are disposed at different positions in the direction of the pivot,
A spray device according to claim 15.
A first pipe line for guiding the sprayed object transported by the transport unit to the ejector;
At the other axial end of the case of the transport section, the outlet of the case opens downward,
An outlet of a straight pipe extending downward is connected to the outlet of the case,
The outlet of the straight pipe and the inlet of the first pipe are disposed facing each other in the vertical direction via a gap.
17. Sprayer according to any of the claims 12-16.
A rotating drum provided with a simulated road surface on the outer periphery,
A tire holding portion which rotatably holds a test tire while being in contact with the simulated road surface;
A driving unit that rotates the rotating drum and the tire holding unit;
The scattering device according to any one of claims 9 to 17, wherein a powder that makes it difficult to adhere the rubber chips generated by the abrasion of the test tire is scattered on the outer peripheral surface of at least one of the rotating drum and the test tire. ,
Equipped with
Tire testing equipment.
A rotating drum provided with a simulated road surface on the outer periphery,
A tire holding portion which rotatably holds a test tire while being in contact with the simulated road surface;
A torque generation unit that generates a torque to be applied to the test tire;
A rotary drive unit comprising a motor which is a motor for driving to rotate the rotary drum;
Equipped with
The torque generating unit
A rotatably supported case,
And a servomotor which is a motor coaxially attached to the case.
A rotational drive unit rotationally drives the case of the torque generation unit;
Tire testing equipment.
The simulated road surface is formed by a plurality of simulated road surface units that are removable from the outer periphery of the rotating drum.
The tire testing device according to claim 19.
The simulated road unit is
A frame detachably attachable to an outer periphery of the rotating drum;
And a mock road body detachable from the surface of the frame;
A tire testing device according to claim 20.
The simulated road surface is formed of a material including an aggregate and a bonding material for bonding the aggregate.
The tire testing device according to any one of claims 19 to 21.
The aggregate comprises ceramic pieces,
The binder comprises a curable resin,
A tire testing device according to claim 22.
The simulated road surface is formed of the same material as the actual road surface,
The tire testing device according to any one of claims 19 to 23.
The simulated road surface is formed of a material different from that of the actual road surface,
The tire testing device according to any one of claims 19 to 23.
The simulated road surface has a plurality of traveling lanes aligned in the axial direction of the rotating drum,
The tire testing device according to any one of claims 19 to 25.
The plurality of travel lanes are formed of different materials,
The tire testing device according to claim 26.
The tire holding portion is
The vehicle has a traveling lane switching mechanism capable of switching the traveling lane on which the rotary drum travels by moving the rotary drum in the axial direction.
The tire testing device according to claim 26 or 27.
A relay unit relaying transmission of power from the rotary drive unit to the torque generation unit;
First connection means for connecting the rotary drive unit and the relay unit;
Second connection means for connecting the relay unit and the torque generation unit;
Equipped with
The second connection means includes a winding transmission mechanism;
The winding transmission mechanism includes a passive pulley coaxially mounted on a case of the torque generating unit;
A tire test apparatus according to any one of claims 19 to 28.
The rotary drive comprises a power coupling;
The power coupling portion is
An input shaft to which the motor is connected;
An output shaft to which the first connection means is connected at one end and the shaft of the rotating drum is connected to the other end,
30. The tire testing device of claim 29.
The relay unit is
A first gear to which the first connection means is connected;
And a second gear meshed with the first gear and connected to the second connecting means.
One of the first gear and the second gear is movable in the direction of the distance from the other so that the distance between the first gear and the rotation axis of the second gear can be changed. Configured and
Of the first connection means and the second connection means, one of the first connection means and the second connection means connected to the one gear includes a drive shaft having universal joints at both ends and having a variable length.
A tire test apparatus according to claim 29 or claim 30.
The torque generating unit comprises a first shaft connected to a shaft of the servomotor;
The case has a tubular shape having an opening at one end portion through which the first shaft passes.
The servomotor and a portion on one end side of the first shaft are housed in the case,
The other end of the first shaft is exposed to the outside of the case from the opening.
A tire testing device according to any one of claims 19 to 31.
A spindle unit for rotatably holding the test tire by the tire holding unit;
An alignment mechanism capable of adjusting the alignment of the test tire with respect to the simulated road surface by changing the position or orientation of the spindle portion;
Equipped with
The spindle unit is
A wheel unit on which the tire is mounted;
Said wheel portion is coaxially mounted at one end and has a rotatably supported spindle;
The tire testing device according to any one of claims 19 to 32.
And third connecting means for connecting the first shaft of the torque generating unit and the spindle;
The third connection means comprises a constant velocity joint
34. A tire testing apparatus according to claim 33, which refers to claim 32.
A spindle case rotatably supporting the spindle by the tire holding unit;
A slip angle adjusting mechanism capable of adjusting the slip angle of the test tire by rotating the spindle case around an axis passing through the center of the wheel portion and perpendicular to the contact surface where the test tire contacts the simulated road surface;
A camber angle adjusting mechanism capable of adjusting a camber angle of the test tire by rotating the spindle case around an axis perpendicular to the spindle through the contact surface;
A tire load adjusting mechanism capable of adjusting a vertical load of the test tire by moving the spindle case in a direction perpendicular to the contact surface;
Equipped with
The tire testing device according to claim 33 or 34.
The scattering device according to any one of claims 9 to 17, wherein a powder that makes it difficult to adhere the rubber chips generated by the abrasion of the test tire is scattered on the outer periphery of at least one of the rotating drum and the test tire. Equipped with
The tire testing device according to any one of claims 19 to 35.