Tire testing apparatus

Abstract

A tire test device of an embodiment of the present invention is provided with a road surface, a carrier that rotatably holds a test tire on which a test tire is mounted and that is capable of traveling along the road surface in a state in which the test tire is in contact with the road surface, and a guide mechanism that guides the carrier to travel in a traveling direction. The guide mechanism is provided with a rail that extends in the traveling direction of the carrier, and a trolley that is fixed to the carrier and is capable of traveling on the rail. The trolley is provided with a roller that is capable of rolling on the rail, and a bearing that rotatably supports the roller. The bearing is a rolling bearing that is provided with a rolling element that rolls on a circular track.

Description

TECHNICAL FIELD

[0001] The present application relates to a tire testing device. BACKGROUND

[0002] Since the performance of a tire is affected by the state of a road surface, various states of a road surface need to be evaluated. Tests for evaluating the performance of a tire include, for example, a road test in which a test tire is mounted to a wheel rim of a dedicated test vehicle and is caused to travel on an actual road surface, and an indoor test (a rig test) using a test device provided indoors.

[0003] Japanese Patent Application Publication No. 2015-72215 (Patent Literature 1) describes an example of a test device used for a rig test of a tire. The test device described in Patent Literature 1 is provided with a rotating drum having a simulated road surface on an outer peripheral surface, and a test tire is caused to rotate with the drum in a state in which the test tire is in contact with the simulated road surface to perform a test. SUMMARY

[0004] (PROBLEMS TO BE SOLVED BY THE INVENTION)

[0005] The test precision of a rig test is higher than that of a road test, and the test efficiency is also good. However, since a test device for a rig test in the past is caused to travel at high speed on a simulated road surface at the time of a test, it is difficult to perform a test in a state in which a road surface is covered with rain, snow, or gravel, and the like.

[0006] The present application was made in view of the above-described circumstances, and an object thereof is to provide a tire testing device that can perform a rig test in various states of a road surface.

[0007] (MEANS FOR SOLVING THE PROBLEMS)

[0008] One embodiment of the present application provides a tire testing device including: a road surface; a carrier that rotatably holds a test wheel on which a test tire is mounted and that can travel along the road surface in a state in which the test tire is in contact with the road surface; and a guide mechanism that guides the carrier to move in a traveling direction; the guide mechanism includes: a rail that extends in the traveling direction of the carrier; and a trolley that is fixed to the carrier and that can travel on the rail; the trolley includes: a roller that can roll on the rail; and a bearing that rotatably supports the roller; and the bearing is a rolling bearing that includes a rolling element that rolls on a circular track.

[0009] In the above-described tire testing device, the trolley can be configured to include a plurality of rollers, and the plurality of rollers include at least one of a first roller that can roll on a top surface of a head portion of the rail, a second roller that can roll on a lower surface of the head portion of the rail, and a third roller that can roll on a side surface of the head portion of the rail.

[0010] The aforementioned tire testing device may also be configured to divide multiple rollers into multiple groups, with the multiple groups of rollers arranged in the direction of travel of the vehicle, and each group including: a first roller; and at least one of a second roller and a third roller.

[0011] The aforementioned tire testing device may also include a trolley comprising: a frame mounted on a carrier; and multiple rods supported by the frame; and a bearing comprising: an inner ring fitted with a rod; an outer ring fitted with the inner circumferential surface of a roller; and multiple rolling elements located between the outer circumferential surface of the inner ring and the inner circumferential surface of the outer ring.

[0012] The tire testing device described above may also be configured to have multiple guiding mechanisms, including a first guiding mechanism and a second guiding mechanism with rails arranged in parallel to each other, wherein at least one of the second rollers and third rollers of the first guiding mechanism and the second guiding mechanism is disposed between the rails of the first guiding mechanism and the second guiding mechanism.

[0013] The tire testing device described above may also be configured to have multiple guiding mechanisms, including a first guiding mechanism and a second guiding mechanism with rails arranged in parallel to each other. The rails of the first guiding mechanism and the second guiding mechanism are disposed between at least one of the second roller and the third roller of the first guiding mechanism and at least one of the second roller and the third roller of the second guiding mechanism.

[0014] The aforementioned tire testing device may also be configured to have a road surface, which has a road surface, and at least a portion of the road surface is composed of replaceable road surface units.

[0015] The aforementioned tire testing device may also include a road surface comprising: a base; and a paving section disposed on the base and having a road surface formed thereon; at least a portion of the paving section is composed of at least one road surface unit.

[0016] The aforementioned tire testing device may also be configured such that the road surface has a main body, which includes: a base; and a paving part disposed on the base and having a road surface formed on its surface; at least a portion of the main body is composed of at least one road surface unit.

[0017] The aforementioned tire testing device may also have a frame on the road surface, which together with the base forms a groove.

[0018] The aforementioned tire testing device can also construct a simulated road surface made of materials different from those used on actual roads.

[0019] The aforementioned tire testing device may also be configured to include a drive system that drives the test wheel and the carrier.

[0020] The aforementioned tire testing device may also be configured such that the drive system includes a vehicle drive mechanism that drives the vehicle at a speed specified for the road surface.

[0021] The aforementioned tire testing apparatus may also include a drive system with a test wheel drive mechanism that drives the test wheel. Alternatively, the test wheel drive mechanism may be configured to drive the test wheel at a rotational speed corresponding to a specified speed.

[0022] The aforementioned tire testing device may also include a drive system with a first power generation mechanism that generates power for driving the vehicle and the test wheel.

[0023] The aforementioned tire testing device may also include a drive system with a power distribution mechanism that distributes the power generated by the first power generating mechanism to the carrier drive mechanism and the test wheel drive mechanism.

[0024] The aforementioned tire testing device may also include a drive system with a first winding transmission mechanism that transmits the power generated by the first power generating mechanism.

[0025] The aforementioned tire testing device may also include a first reel-type transmission mechanism comprising: a drive pulley connected to the output shaft of a first power generating mechanism; a driven pulley held on a carrier and connected to a test wheel; and a first reel-type medium mounted on the drive pulley and the driven pulley; the first reel-type medium having a first part and a second part extending in the direction of travel of the carrier and driven in opposite directions, the first part being connected to the driven pulley and the second part being fixed to the carrier.

[0026] In the aforementioned tire testing device, the drive system may also be configured to have a secondary power transmission unit, which is connected to the first coil-type transmission mechanism, and transmits at least a portion of the power transmitted through the first coil-type transmission mechanism to the drive wheel.

[0027] In the aforementioned tire testing device, the driven pulley can also be combined with the input shaft of the secondary power transmission unit.

[0028] In the aforementioned tire testing device, the drive system may also be configured to have a pair of first power generating mechanisms, and the first winding transmission mechanism may have a pair of drive pulleys, which are respectively connected to the output shafts of the pair of first power generating mechanisms. The first winding medium component forms a loop and is mounted on the pair of drive pulleys and driven pulleys.

[0029] In the aforementioned tire testing device, the first reel-type medium can also be a toothed belt with a steel core.

[0030] In the aforementioned tire testing device, the first reel-type medium can also be a toothed belt with a carbon core.

[0031] The aforementioned tire testing device may also be configured to have a base on which rails are mounted.

[0032] In the aforementioned tire testing device, the test wheel drive mechanism may also include a second power generation mechanism that generates power to rotate and drive the test wheel.

[0033] The aforementioned tire testing device may also include a test wheel drive mechanism with a power coupling mechanism that combines the power generated by the first power generating mechanism and the second power generating mechanism.

[0034] The aforementioned tire testing device may also include a first power generating mechanism with a first motor mounted on a base, and a second power generating mechanism with a second motor mounted on a carrier.

[0035] The aforementioned tire testing apparatus may also include a test wheel drive mechanism comprising: a rotary motion supply mechanism that supplies rotary motion at a speed corresponding to the speed of the carrier; and a torque imparting mechanism that changes the phase of the rotary motion supplied from the rotary motion supply mechanism to impart a specified torque to the test wheel.

[0036] The aforementioned tire testing device may also include a rotary motion supply mechanism with a first motor mounted on a base, and a torque imparting mechanism with a second motor mounted on a carrier.

[0037] The aforementioned tire testing device may also include a torque-imparting mechanism with a power-combining mechanism that combines the power generated by the first motor with the power generated by the second motor.

[0038] The aforementioned tire testing device may also include a torque-applying mechanism comprising: a rotating frame on which a second motor is mounted and which is driven to rotate by the power generated by the first motor; and a shaft driven by the second motor; and the shaft and the rotating frame are concentrically arranged.

[0039] In the aforementioned tire testing device, a torque-applying mechanism may also be configured to have a pair of bearing portions that rotatably support a rotating frame. The rotating frame is cylindrical and has: a motor housing portion that houses a second motor; and a pair of shaft portions with a diameter smaller than the motor housing portion, which are located on both sides in the axial direction, sandwiching the motor housing portion; the pair of shaft portions are rotatably supported by the pair of bearing portions, one of the shaft portions being cylindrical, with a shaft rod passing through its hollow portion, and bearings rotatably supporting the shaft rod provided on the inner circumference of the shaft portion.

[0040] The aforementioned tire testing device may also include a secondary power transmission unit comprising: a second shaft driven by a torque-imposing mechanism; a bearing rotatably supporting the second shaft; and a sliding constant velocity joint connecting the second shaft to the main shaft.

[0041] The aforementioned tire testing device may also include a test wheel drive mechanism comprising: a primary power transmission unit that transmits power supplied from a rotary motion supply mechanism; and a secondary power transmission unit disposed on a carrier and connected to the primary power transmission unit, which transmits the power transmitted through the primary power transmission unit to the test wheel; the primary power transmission unit comprising a first winding transmission mechanism, the first winding transmission mechanism comprising: a pair of fixed pulleys disposed around a travelable area of ​​the carrier; a movable pulley held on the carrier; and a first winding medium mounted on the pair of fixed pulleys and the movable pulley; at least one of the fixed pulleys being a drive pulley connected to the output shaft of the rotary motion supply mechanism, and the movable pulley being a driven pulley connected to the input shaft of the secondary power transmission unit.

[0042] The aforementioned tire testing device may also include a secondary power transmission unit with a second coiled transmission mechanism. The second coiled transmission mechanism includes: a drive pulley, which is connected to the movable pulley of the first coiled transmission mechanism; a driven pulley, which is connected to the rotating frame of the torque imparting mechanism; and a second coiled medium component, which is mounted on the drive pulley and the driven pulley of the second coiled transmission mechanism.

[0043] In the aforementioned tire testing device, a secondary power transmission unit may be configured with a rotatably supported main shaft. The main shaft is coaxial at its front end and detachably configured as a test wheel, and is equipped with a force sensor that can detect the force applied to the test wheel.

[0044] The aforementioned tire testing device may also include a carrier comprising: a main frame; a swivel frame that can rotate around the main frame in a vertical line perpendicular to the road surface; and a slide that can slide around the main frame in a vertical direction perpendicular to the road surface; and a main shaft being supported by the main frame via the swivel frame and the slide.

[0045] The aforementioned tire testing device may also include a carrier comprising: a guide way that guides the carriage to rotate around the vertical line of the gyroscope; and a linear guide way that guides the carriage to move in the vertical direction.

[0046] In the aforementioned tire testing device, the carriage can also be configured to rotatably support the main shaft around a horizontal axis that is perpendicular to both the center line and the vertical line of the main shaft.

[0047] In the aforementioned tire testing device, the carrier may also be configured to have a load adjustment unit, which allows the carriage to move vertically and adjust the load applied to the test wheel.

[0048] In the aforementioned tire testing device, the carrier may also be equipped with a slip angle adjustment unit, which allows the rotating frame to rotate and move around the vertical line, thereby adjusting the slip angle of the test wheel relative to the road surface.

[0049] The tire testing device described above may also be configured to include a camber adjustment section, which allows the main shaft to rotate and move around a horizontal axis to adjust the camber of the test wheel relative to the road surface.

[0050] In the aforementioned tire testing device, a load detection unit may also be provided on the road surface to detect the load distribution borne by the tire tread of the test wheel.

[0051] The aforementioned tire testing device may also include a load detection unit with multiple load detection modules arranged in a matrix along the travel direction of the vehicle and the axial direction of the test wheel.

[0052] The aforementioned tire testing device may also include a load detection module equipped with three force sensors.

[0053] The aforementioned tire testing device may also include a measuring mechanism that measures the load distribution based on the detection results of the load detection unit. The measuring mechanism calculates the radial force, tangential force, and lateral force borne by the tire tread based on the detection results of the three force sensors.

[0054] The aforementioned tire testing device may also be configured with a memory mechanism that stores the detected load distribution.

[0055] The aforementioned tire testing device may also include an acquisition mechanism that acquires the travel position of the test wheel in the direction of travel of the vehicle, and a memory mechanism that stores the detected load distribution in relation to the travel position of the test wheel when the load distribution was detected.

[0056] The tire testing device described above may also include a mechanism for obtaining the rotational position of the test wheel, and a memory mechanism for remembering the detected load distribution and the rotational position of the test wheel when the load distribution was detected.

[0057] The aforementioned tire testing device may also include a memory mechanism that records the load distribution detected at the same time and the force applied to the test wheel.

[0058] The tire testing device described above may also be configured to include a calculation mechanism that uses the driving position of the test wheel as a reference to calculate the relative position of the load detection module and calculates the measured value of the load distribution at the relative position.

[0059] The aforementioned tire testing device can also be configured to make the vehicle move and repeatedly detect the load distribution, and calculate the measured value of the load distribution by averaging the detection results of the load distribution multiple times at each relative position.

[0060] The aforementioned tire testing device can also be configured to calculate load distribution measurements through regression analysis.

[0061] The tire testing device described above can also be configured such that the load detection unit performs a measurement of a set while the vehicle travels in one direction, and calculates the load distribution measurement value based on the results of the load detection unit measuring multiple sets.

[0062] The tire testing apparatus described above may also be configured with a mechanism that allows the position of the load detection unit to be changed in the axial direction of the test wheel.

[0063] The aforementioned tire testing device may also be configured with a mechanism that allows the position of the load detection unit to be changed in the direction of travel.

[0064] (Invention Effects)

[0065] In one embodiment of the present invention, the road surface is not moved during the test, but the carrier holding the test tire is driven along the road surface, which allows bench testing of the tire to be performed under various road surface conditions. Attached Figure Description

[0066] Figure 1 This is a front view of a tire testing apparatus according to one embodiment of the present invention.

[0067] Figure 2 This is a side view of a tire testing apparatus according to one embodiment of the present invention.

[0068] Figure 3 This is a top view of a tire testing apparatus according to one embodiment of the present invention.

[0069] Figure 4 This is a structural diagram showing the carrier and its surroundings.

[0070] Figure 5 This is a structural diagram showing the carrier and its surroundings.

[0071] Figure 6 This is a structural diagram showing the carrier and its surroundings.

[0072] Figure 7 This is a diagram showing the configuration of the three guiding mechanisms.

[0073] Figure 8 A magnified side view of the area near the trolley of the guide mechanism.

[0074] Figure 9 Cross-sectional view of the guiding mechanism ( Figure 7 (AA arrow direction view in the image).

[0075] Figure 10 A cross-sectional view of another guiding mechanism ( Figure 7 (BB arrow direction view in the image).

[0076] Figure 11A top view showing the general structure of the driven part.

[0077] Figure 12 A side sectional view of the mechanism for imparting torque.

[0078] Figure 13 A structural diagram showing the spindle and its surrounding area.

[0079] Figure 14 This is a cross-sectional view of the road surface.

[0080] Figure 15 This is a cross-sectional view of a modified pavement section.

[0081] Figure 16 This is a top view of the area near the load detection section of the road surface.

[0082] Figure 17 This is a side view of the area near the load detection section of the road surface.

[0083] Figure 18 This is the front view of the load detection unit.

[0084] Figure 19 This is a side view of the load detection unit.

[0085] Figure 20 This is a top view of the load detection unit.

[0086] Figure 21 A top view showing the status of the moving part of the disassembled load detection unit.

[0087] Figure 22 for Figure 18 A magnified view of region E in the image.

[0088] Figure 23 A flowchart illustrating the steps involved in obtaining the load distribution applied to the tire tread.

[0089] Figure 24 This is a flowchart illustrating the steps involved in calculating the load profile.

[0090] Figure 25 A top view showing the configuration of the load detection module and the rotation axis of the test wheel.

[0091] Figure 26 This is an example of a load profile representation.

[0092] Figure 27 A block diagram showing the general structure of the control system. Detailed Implementation

[0093] Hereinafter, one embodiment of the present invention will be described with reference to the accompanying drawings. Furthermore, in the following description, identical or corresponding items will be marked with identical or corresponding symbols, and repeated descriptions will be omitted. Additionally, when multiple items with interchangeable symbols are displayed in the figures, it is not necessary to use all the symbols for these multiple displays; ellipses may be appropriately assigned to only a portion of these multiple displays.

[0094] Figures 1 to 3 The images shown are, in sequence, a front view, a left side view, and a top view of a tire testing device 1 according to one embodiment of the present invention. Furthermore, Figures 4 to 6 The views shown are, in order, a front view, a left side view, and a top view of the carrier 20 and its surrounding structure, which will be described later. Additionally, Figures 4 to 6 In the text, for ease of explanation, some components are omitted or shown in cross-section.

[0095] Figure 2 and Figure 5 In this diagram, the direction from right to left is defined as the X-axis, the direction perpendicular to the paper from the back to the front is defined as the Y-axis, and the direction from bottom to top is defined as the Z-axis. The X-axis and Y-axis are horizontal directions orthogonal to each other, and the Z-axis is a vertical direction. Furthermore, the forward / backward, up / down, and left / right directions are defined as directions when traveling towards the carrier 20 in the positive X-axis direction. That is, the positive X-axis direction is called forward, the negative X-axis direction is called rearward, the positive Y-axis direction is called leftward, the negative Y-axis direction is called rightward, the positive Z-axis direction is called upward, and the negative Z-axis direction is called downward.

[0096] The tire testing device 1 includes: a track section 10 that is elongated in the X-axis direction and a road surface 60; and a carrier 20 that can travel on the track section 10 in the X-axis direction. Figure 3 As shown, a long, narrow space Sp1 extending approximately its entire length in the X-axis direction is provided on the left side of the track section 10. A pavement surface 60 is housed within this space Sp1. A road surface 63a is provided on top of the pavement surface 60, where the test tire T of the carrier 20 contacts (grounds). In this embodiment, the track section 10 and the pavement surface 60 are separated in a manner that allows the pavement surface 60 to be replaced according to test conditions. Alternatively, the base frame 11 of the track section 10 (hereinafter referred to as "base frame 11") and the frame 61 of the pavement surface 60 can be integrated.

[0097] like Figure 2 As shown, a test wheel W (a wheel rim Wr with a test tire T installed) is installed in the carrier 20. During the test, the carrier 20 is driven with the test wheel W in contact with the road surface 63a, and the test tire T rolls on the road surface 63a.

[0098] like Figure 3 and Figure 4As shown, the track section 10 includes: multiple (three in this embodiment) guide mechanisms 13A, 13B, and 13C for guiding the carrier 20 to move in the X-axis direction; and one or more drive units 14 that generate mechanical power to drive the carrier 20. Figure 3 The drive unit 14 acts as a first power generating mechanism, generating power for driving the carrier 20 and the test wheel W. In this embodiment, two pairs of drive units 14 (a pair of drive units 14LA and 14LB on the left and a pair of drive units 14RA and 14RB on the right) are arranged near the four corners of the base 11 of the track unit 10. Drive units 14LA and 14RA are located at the rear end of the track unit 10, and drive units 14LB and 14RB are located at the front end of the track unit 10.

[0099] like Figure 6 As shown, each drive unit 14 includes: a servo motor 141; and a selectively mounted reducer 142 that reduces the rotational speed output by the servo motor 141. As described later, the drive units 14RA and 14RB on the right side serve as: a vehicle drive mechanism that drives the vehicle 20 to travel; and a rotational motion supply mechanism that supplies rotational motion corresponding to the travel speed of the vehicle 20 to the test wheel W. The drive units 14LA and 14LB on the left side serve as vehicle drive mechanisms.

[0100] In this embodiment, the servo motor 141 uses a rotating part with an inertial torque of 0.01 kg·m. 2 The following (preferably 0.008 kg·m) 2 The following are ultra-low inertia, high-output AC servo motors with rated outputs from 3kW to 60kW (7kW to 37kW for more practical use).

[0101] Furthermore, the tire testing device 1 has a set of belt mechanisms 50 (50L, 50R) on each side. The belt mechanisms 50 transmit the power generated by the drive unit 14 to the carrier 20, thereby driving the carrier 20 in the X-axis direction. Each belt mechanism 50 includes a toothed belt 51 and a pair of drive pulleys 52 (52A, 52B). The drive pulleys 52 are toothed pulleys that mesh with the toothed belt 51.

[0102] The toothed belt 51 has a steel core. Alternatively, the toothed belt 51 can also use a core made of reinforcing fibers such as carbon fiber, aramid fiber, or ultra-high molecular weight polyethylene fiber. By using a lightweight and high-strength core such as carbon fiber, a lower-output motor can be used to drive the carrier 20 with high acceleration (or to impart high driving / braking force to the test wheel W), thus miniaturizing the tire testing device 1. Furthermore, when using the same output motor, the tire testing device 1 can be upgraded to higher performance by using a lightweight toothed belt 51 with a core made of reinforcing fibers.

[0103] The belt mechanism 50R on the right side serves as both a vehicle drive mechanism that drives the vehicle 20 to move and a primary power transmission unit that transmits power supplied from the rotary motion supply mechanism (drive units 14RA, 14RB) to the secondary power transmission unit described later. The belt mechanism 50L on the left side serves as a vehicle drive mechanism.

[0104] Furthermore, in the following explanation, when there is a pair of structures on the left and right, the structure on the left will be explained in principle, while the structure on the right will be described together using square brackets, and repeated explanations will be omitted.

[0105] The toothed belt 51 of the belt mechanism 50L [50R] on the left [right] side is wound around a pair of drive pulleys 52 (52A, 52B) and three driven pulleys 225 (225A, 225B, 225C) of the driven part 22L [22R] on the left [right] side, as described later. The pair of drive pulleys 52A and 52B are respectively connected to the output shafts of a pair of drive parts 14LA and 14LB [14RA, 14RB] on the left [right] side.

[0106] In addition, such as Figure 5 As shown, the two ends of each toothed belt 51 are fixed to the main frame 21 of the carrier 20 by belt clamps 54 (54A, 54B), and each toothed belt 51 forms a loop via the carrier 20. A pair of drive pulleys 52A and 52B of the belt mechanism 50... Figure 2 The driven pulley 225 is a fixed pulley configured to sandwich the drivable area of ​​the carrier 20 and held on the base frame 11 (i.e., the center of gravity is fixed to the base frame 11). Figure 5 The movable pulley is held in the carrier 20 and can move together with the carrier 20 in the X-axis direction.

[0107] In this embodiment, the pair of drive units 14LA, 14LB [14RA, 14RB] are driven in the same phase. The effective diameter (i.e., pitch circle diameter) or number of teeth of the drive pulley 52 and the driven pulley 225 are the same. Furthermore, the drive units 14LA, 14LB on the left and the drive units 14RA, 14RB on the right are arranged in opposite directions and drive each other in opposite phase. When the toothed belt 51L [51R] is driven by the drive units 14LA and 14LB [14RA and 14RB], the carrier 20 is stretched by the toothed belt 51L [51R] and driven in the X-axis direction.

[0108] Next, the guiding mechanisms 13 (13A, 13B, 13C) will be explained.

[0109] Figure 7 The diagram shows the configuration of the three guide mechanisms 13A, 13B, and 13C.

[0110] Figure 8 A magnified side view of the area near the trolley 132A of the guide mechanism 13A.

[0111] Figure 9 Cross-sectional view of guide mechanism 13A ( Figure 7 (AA arrow direction view in the image).

[0112] Furthermore, since the guide mechanism 13C and the guide mechanism 13A are configured symmetrically (that is, symmetrically with respect to the plane parallel to the Z-axis and X-axis), the guide mechanism 13A will be described in detail to represent both, while the guide mechanism 13C will be omitted from repeated descriptions.

[0113] Each guide mechanism 13A, 13B and 13C includes: a rail 131 forming a track extending in the X-axis direction; and one or more (one in this embodiment) carriers (hereinafter referred to as "trolleys") 132A, 132B or 132C that can travel on the rail 131.

[0114] The rail 131 is laid on the base 11 of the track section 10. The rails 131 of the two guide mechanisms 13A and 13B run along the space Sp1 ( Figure 3 The guide rails 131 of the remaining guide mechanism 13C are arranged at the left and right ends of the base frame 11 and are respectively installed on the base frame 11. In addition, each of the trolleys 132A, 132B and 132C is installed under the main frame 21 of the carrier 20.

[0115] like Figure 8 and Figure 9As shown, the trolley 132A of the guide mechanism 13A includes: a frame 133 that is long in the X-axis direction and mounted under the main frame 21 of the carrier 20, and multiple sets (20 sets in this embodiment) of roller assemblies 135a, 135b, and 135c. In the guide mechanism 13A of this embodiment, a unit is formed by three roller assemblies 135a, 135b, and 135c.

[0116] Multiple sets of roller assemblies 135a, 135b, and 135c are arranged at specified intervals along the length of the rail 131 and held in the frame 133. Furthermore, since roller assemblies 135b and 135c have the same configuration as roller assembly 135a (however, roller assembly 135c differs in size from roller assembly 135a), description will focus on roller assembly 135a, while repeated descriptions of roller assemblies 135b and 135c will be omitted.

[0117] like Figure 9 As shown, multiple rods 134a, 134b and 134c supporting each roller assembly 135a, 135b and 135c are respectively installed in the frame 133.

[0118] The roller assembly 135a includes: a roller 136a that rolls on the rail 131; and a pair of bearings 137a that rotatably support the roller 136a. The bearings 137a are rolling bearings having rolling elements such as balls or rollers, and in this embodiment, ball bearings are used. The outer peripheral surface 136ap of the roller 136a is also in the direction of rotation (i.e., also in the direction including the rotation axis). Figure 9 The longitudinal section of the rotating shaft shown gives it curvature. The outer peripheral surface 136ap of the roller 136a is formed, for example, on a sphere centered at the center point 136ag of the roller 136a.

[0119] The bearing 137a of the roller assembly 135a is, for example, a single-row radial bearing. The bearing 137a includes: an inner ring 137a1 that engages with the rod 134a; an outer ring 137a3 that engages with the inner circumferential surface of the roller 136a; and balls 137a2 of a plurality of rolling elements located between the inner ring 137a1 and the outer ring 137a3. The balls 137a2 roll on a circular track formed by a pair of annular grooves formed on the outer circumferential surface of the inner ring 137a1 and the inner circumferential surface of the outer ring 137a3.

[0120] The rail 131 has: a head 131h; a bottom 131f wider than the head 131h; and a narrow belly 131w connecting the head 131h and the bottom 131f, forming a flat-bottomed rail. The rail 131 of this embodiment is, for example, a reprocessed rail (e.g., heat-treated rail 50N-HH340) according to Japanese Industrial Standard JISE 1120:2007. A heat-treated rail is a railway rail whose wear resistance is improved by heat-treating the head.

[0121] Roller assembly 135a is configured such that its outer peripheral surface 136ap contacts the upper head 131a of rail 131 and rolls along the length direction (i.e., the X-axis direction) of rail 131. Roller assembly 135b is configured such that its outer peripheral surface 136bp contacts one side of the lower head 131b of rail 131 and rolls along the length direction of rail 131. Furthermore, roller assembly 135c is configured such that its outer peripheral surface 136cp contacts one side of the head 131c of rail 131 and rolls along the length direction of rail 131.

[0122] The rail 131 undergoes further machining (e.g., grinding and lapping) to improve surface finish at least the parts of the head top 131a, the left and right head bottom 131b, and the left and right head sides 131c that contact each roller assembly 135a, 135b, or 135c.

[0123] As described above, the guide mechanisms 13A and 13C, which are respectively installed at the left and right ends of the carrier 20, are configured symmetrically. That is, the guide mechanism 13C is configured in the same way as the guide mechanism 13A, with the left and right sides reversed (i.e., rotated 180 degrees around the vertical axis).

[0124] Figure 10 Cross-sectional view of guide mechanism 13B ( Figure 7 (See the view in the direction of arrow BB). The trolley 132B of the guide mechanism 13B omits the roller assembly 135c and rod 134c from the trolley 132A of the guide mechanism 13A, and is configured in the opposite direction to the left and right.

[0125] Alternatively, the roller assembly 135c and rod 134c may be omitted from at least one of the trolleys 132A and 132C. However, in order to position the carrier 20 in the left-right direction, at least one of the roller assembly 135b and roller assembly 135c is provided for at least two of the trolleys 132A, 132B, and 132C (however, they are arranged in opposite left-right configurations). Furthermore, the roller assembly 135c and rod 134c may also be provided in trolley 132B.

[0126] This embodiment is related to the 132A slide ( Figure 9 The 132B slides are configured in opposite directions. Figure 10However, trolley 132B can also be configured in the same left-right direction as trolley 132A. Similarly, trolley 132C can also be configured in the same left-right direction as trolley 132A. However, any two of trolleys 132A, trolley 132B, and trolley 132C can be configured in opposite left-right directions (that is, roller assemblies 135b are configured on opposite left-right sides of rail 131).

[0127] The guide mechanism 13's rails 131 can be formed into a long rail by connecting a plurality of short rails. In this case, as... Figure 7 As shown, the joint 131j of the rail 131 may not be perpendicular to the length direction (X-axis direction) of the rail 131, but rather be inclined when viewed in a plane (i.e., inclined at an angle θ to the ZX plane). By forming the joint 131j at an inclination, even if the rail 131 expands or contracts due to temperature changes, the strain of the rail 131 is released by sliding through the joint 131j, thus preventing the rail 131 from bending.

[0128] When forming an inclined seam 131j, roller assemblies 135b and 135c are arranged in front of the seam 131j, on the side of the head side 131c that forms an obtuse angle with the seam 131j (that is, the left side in guide mechanism 13A, and the right side in guide mechanisms 13B and 13C). Figure 9 By configuring the roller assemblies 135b and 135c in this way, even if the joint 131j of the rail 131 deviates, it can prevent the roller assemblies 135b and 135c from colliding with the acute-angled end of the joint 131j, thus preventing major impacts or damage.

[0129] Furthermore, in this embodiment, in the joint 131j of the rail 131, the end faces of the two connected rails are only face-to-face and not joined. However, the rails can also be joined in the joint 131j by welding or brazing. Alternatively, the end faces of the two connected rails can be made to contact in the joint 131j. Alternatively, a specified gap can be provided between the end faces, so that they are not face-to-face but rather not in contact.

[0130] Alternatively, linear bearings such as ball recirculating linear bearings (so-called linear guideways) can be used instead of the guide mechanisms 13A, 13B, and 13C of this embodiment. Ball recirculating linear bearings have oblong tracks connecting the adjacent ends of two parallel straight tracks with semicircular tracks. When a linear bearing with such straight tracks is driven at high speeds (e.g., speeds of 10 km / h or higher), the centripetal force acts rapidly on the rolling elements as they transfer from the straight track to the curved track (i.e., an impact load is applied to the rolling elements and the rolling surfaces of the curved track), causing permanent deformation of the rolling elements and the rolling surfaces, resulting in performance degradation. Therefore, when the carrier 20 is driven at speeds of 10 km / h or higher, there is a problem of shortened linear bearing life or breakage.

[0131] In the guide mechanisms 13A, 13B, and 13C of this embodiment, the bearings 137a to 137c, because their rolling elements travel on a circular track with a certain curvature at all times, do not experience rapid changes in the centripetal force acting on the rolling elements (i.e., impact load). Therefore, for example, even if the rollers 136a to 136c rotate at a circumferential speed exceeding 60 km / h, the lifespan of the bearings 137a to 137c will not be shortened or damaged. Therefore, by using rolling bearings with a circular track curvature having rolling elements to construct the guide mechanisms 13A to 13C, the carrier 20 can travel at high speeds (e.g., speeds exceeding 10 km / h). The tire testing device 1 of this embodiment, by employing the aforementioned guide mechanisms 13A, 13B, and 13C, enables the carrier 20 to travel at speeds exceeding 85 km / h.

[0132] like Figure 6 As shown, the carrier 20 includes: a main frame 21; a pair of driven parts 22L and 22R respectively connected to the left and right belt mechanisms 50L and 50R; and a main shaft 28 that rotatably holds the test wheel W on which the test tire T is mounted. Figure 4 ); an adjustable alignment part 40 for the test wheel W with the road surface 63a and the load alignment part 40; and a main shaft 280 for rotating drive main shaft part 28. Figure 13 The main shaft drive mechanism 20D is used. Additionally, the main shaft 280 is the axle for mounting the test wheel W.

[0133] Figure 11 This is a top view showing the general structure of the driven part 22R on the right. The driven part 22R includes: a frame 221, four sets of bearings 222, four shafts 223 (223A, 223B, 223C, 223D), a pair of gears 224, and three driven pulleys 225 (225A, 225B, 225C). The frame 221 has four through holes extending along the Y-axis. The shafts 223A to 223D are rotatably supported by a set of bearings 222 embedded in each through hole. In this embodiment, the shafts 223A to 223D are each supported by a pair of bearings 222, but they can also be configured to be supported by one or more bearings 222.

[0134] One of a pair of gears 224 meshes with each other on the upper section of the shaft 223B in the X-axis direction, and the other of a pair of gears 224 meshes with the lower section of the shaft 223D in the X-axis direction. The rotation of the upper section of the shaft 223B is transmitted to the shaft 223D via the pair of gears 224.

[0135] Driven pulleys 225A to 225C are respectively mounted on one end of shafts 223A to 223C that protrude from one side of frame 221 (the side facing the right in the direction of travel). Driven pulleys 225A to 225C are toothed pulleys that mesh with the toothed belt 51 of belt mechanism 50R. One end of shaft 223D protrudes from the other side of frame 221 (the side facing the left in the direction of travel). Drive pulley 231 of belt mechanism 23 (described later) is mounted on one end of shaft 223D. That is, belt mechanism 50R and belt mechanism 23 on the right side are connected via driven part 22R on the right side (specifically, driven pulley 225B, shaft 223B, a pair of gears 224 and shaft 223D).

[0136] like Figure 5 As indicated by the arrows, the toothed belt 51 of the belt mechanism 50 is divided into an upper portion 51a and a lower portion 51b by folding back through drive pulleys 52A and 52B. The upper portion 51a and the lower portion 51b extend in the travel direction of the carrier 20 and drive each other in opposite directions. Specifically, the lower portion 51b of the toothed belt 51 fixed to the carrier 20 is driven together with the carrier 20 in the travel direction of the carrier, while the upper portion 51a is driven in the opposite direction to both the carrier 20 and the lower portion 51b. Furthermore, the driven pulley 225 mounted on the carrier 20 has the upper portion 51a of the toothed belt 51, which travels in the opposite direction to the carrier 20, wound around it and is driven by the upper portion 51a.

[0137] The belt mechanism 50 provides power to the right-side driven part 22R, which is then transmitted via... Figure 6 The secondary power transmission unit, consisting of belt mechanism 23, torque imparting device 30, belt mechanism 24, sliding constant velocity joint 25, and main shaft 28, transmits power to the test wheel W and drives the test wheel W. Both the carrier 20 and the test wheel W can be driven by the belt mechanism 50 and driven part 22R configured as described above, and by the toothed belt 51.

[0138] Furthermore, the driven part 22L on the left is constructed in the same manner as the driven part 22R on the right, but it is symmetrically arranged to the left and right of the driven part 22R on the right. In addition, the driven part 22L on the left differs from the driven part 22R on the right in that it has a configuration for extracting a portion of the power transmitted via the belt mechanism 50R and transmitting it to a secondary power transmission unit provided on the carrier 20 (specifically, a shaft 223D, a set of bearings 222 supporting the shaft 223D, and a pair of gears 224). Although the driven part 22L on the left is not a necessary component, by providing the driven part 22L on the left, the forces borne by the carrier 20 from the left and right belt mechanisms 50L and 50R are balanced, which can promote the stability of the carrier 20 during operation.

[0139] As described above, this embodiment employs a configuration that uses power transmitted via a shared power transmission device (i.e., belt mechanism 50R) to drive the carrier 20 and the test wheel W. With this configuration, the test wheel W can be driven at any time at a circumferential speed (rotational speed) corresponding to the travel speed of the carrier 20, regardless of the travel speed of the carrier 20. Furthermore, this embodiment is configured to reduce the workload (in other words, power consumption) of the torque-applying device 30, and when the torque-applying device 30 is not operating, the test wheel W is driven at a circumferential speed approximately the same as the travel speed of the carrier 20.

[0140] like Figure 6 As shown, the spindle drive mechanism 20D includes: a belt mechanism 23, a torque imparting device 30, a belt mechanism 24, and a sliding constant velocity joint 25. The drive mechanism 20D operates from the right-side belt mechanism 50R via the right-side driven part 22R. Figure 11 The power transmitted from the driven pulley 225B, shaft 223B, a pair of gears 224, and shaft 223D to the belt mechanism 23 is transmitted to the main shaft 28 via the torque imparting device 30, the belt mechanism 24, and the sliding constant velocity joint 25. Figure 4 The drive units 14RA and 14RB on the right side rotate and drive the test wheel W mounted on the main shaft 28. Specifically, a portion of the power generated by these drive units is used to drive the carrier 20, and another portion is used to rotate and drive the test wheel W. In other words, the belt mechanism 50R on the right side is part of the mechanism for driving the carrier 20 (carrier drive mechanism) and also part of the mechanism for driving the test wheel W (test wheel drive mechanism). Furthermore, the belt mechanism 50R on the right side, together with the driven unit 22R on the right side, functions as a power distribution mechanism to distribute the power generated by the drive units 14RA and 14RB between the power used to drive the carrier 20 and the power used to drive the test wheel W.

[0141] Figure 12 This is a side sectional view of the torque-applying device 30. The torque-applying device 30 generates a torque applied to the test wheel W and outputs this torque superimposed on the rotational motion transmitted through the belt mechanism 23. In other words, the torque-applying device 30 can apply torque to the test wheel W (i.e., apply driving or braking force between the road surface 63a and the test wheel W) by changing the phase of the rotational motion transmitted through the belt mechanism 23.

[0142] The torque imparting device 30 functions as a second power generating mechanism that generates power to drive the test wheel W to rotate, and also functions as a power combining mechanism that combines the power generated by the servo motor 141 (first motor) of the drive unit 14 (power generating mechanism) with the power of the servo motor 32 (second motor) of the torque imparting device 30 (described later).

[0143] By inserting the torque-applying device 30 into the spindle drive mechanism 20D, the power source for controlling the rotational speed (drive units 14RA, 14RB) and the power source for controlling the torque (servo motor 32, described later) can share the roles. This allows for the use of a smaller power source and enables more precise control of the rotational speed and torque applied to the test wheel W. Furthermore, by inserting the torque-applying device 30 into the carrier 20, the load applied to the belt mechanism 50R is reduced, thus enabling the belt mechanism 50R to be miniaturized (e.g., by reducing the number of toothed belts used) and allowing the use of components with lower load-bearing capacity.

[0144] The torque imparting device 30 includes: a housing 31; a servo motor 32, a selectively mounted reducer 33 and a shaft 34 disposed in the housing 31; two bearing portions 35 and 36 that rotatably support the housing 31; a slip ring portion 37; a support column 38 that supports the slip ring portion 37; and a rotary encoder 39 for detecting the rotational speed of the housing 31.

[0145] In this embodiment, the servo motor 32 uses a rotating part with an inertial torque of 0.01 kg·m. 2 The following (preferably 0.008 kg·m) 2 The following are ultra-low inertia, high-output AC servo motors with rated outputs from 3kW to 60kW (7kW to 37kW for more practical use).

[0146] The housing 31 includes: a generally cylindrical motor housing 311 with a large diameter and a cover 312; and a pair of generally cylindrical shafts 313 and 314 with a smaller diameter than the motor housing 311. One end of the motor housing 311 ( Figure 12 The left end of the motor housing 311 is coaxially (i.e., sharing a center line) with the shaft portion 313. Furthermore, the other end of the motor housing 311 ( Figure 12 The right end of the shaft 313 is coaxially connected to the shaft 314 via the cover 312. The shaft 313 is rotatably supported by the bearing 36, and the shaft 314 is rotatably supported by the bearing 35.

[0147] A flange 314a is formed at the front end of the shaft portion 314, in which the driven pulley 232 of the belt mechanism 23 is coaxially coupled. Furthermore, the toothed belt 233 of the belt mechanism 23 is wound around the driven pulley 232 and the drive pulley 231. Figure 11 And drive the housing 31 to rotate via the belt mechanism 23.

[0148] A bearing 315 is provided on the inner circumference of the shaft portion 314. The shaft 34 is rotatably supported by the bearing 315 through the hollow portion of the shaft portion 314. The shaft 34 passes through the shaft portion 314 and the driven pulley 232. One end of the shaft 34 protrudes into the cover portion 312. Furthermore, the other end of the shaft 34, which passes through the hole 232a of the driven pulley 232, is coaxially connected to the drive pulley 241 of the belt mechanism 24. A toothed belt 243 is wound on the drive pulley 241.

[0149] A servo motor 32 is housed in the hollow portion of the motor housing 311. The servo motor 32's shaft 321 is coaxially arranged with the motor housing 311 (i.e., the rotation axis of the housing 31), and the motor housing 320 (i.e., the stator) is fixed to the motor housing 311 by a plurality of columnar bolts 323. The flange 322 of the servo motor 32 is connected to the gearbox 331 of the reducer 33 via a connecting sleeve 324. Furthermore, the gearbox 331 of the reducer 33 is fixed to the inner flange 312a of the cover portion 312.

[0150] The shaft 321 of the servo motor 32 is connected to the input shaft 332 of the reducer 33. Furthermore, a shaft 34 is connected to the output shaft 333 of the reducer 33. The torque output from the servo motor 32 is amplified by the reducer 33 and transmitted to the shaft 34. The rotation output from the shaft 34 to the belt mechanism 24 becomes the rotation of the housing 31 driven by the belt mechanism 23, superimposed with the torque generated by the servo motor 32 and the reducer 33. That is, the shaft 314 of the housing 31 is the input shaft of the torque-applying device 30, and the shaft 34 is the output shaft of the torque-applying device 30. The torque-applying device 30 superimposes the torque generated by itself on the rotational motion transmitted to the input shaft and outputs it from the output shaft.

[0151] The slip ring section 37 includes: a plurality of pairs of slip rings 37a and brushes 37b, a support frame 37c, and a connecting tube 37d. The slip rings 37a are isolated from each other and fixed by being embedded in the outer periphery of the connecting tube 37d.

[0152] The connecting pipe 37d is coaxially coupled to the shaft portion 313 of the housing 31. Furthermore, the brush 37b, which contacts the outer peripheral surface of the corresponding slip ring 37a, is supported by the support bracket 37c of the support column 38. The cable 325 of the servo motor 32 is connected to the slip ring 37a through the hollow portion of the shaft portion 313. Additionally, the brush 37b is connected to the servo amplifier 32a (…). Figure 27 That is, the servo motor 32 and the servo amplifier 32a are connected via the slip ring 37.

[0153] like Figure 4 and Figure 6As shown, the driven pulley 242 of the toothed belt 243 of the belt winding mechanism 24 is coaxially connected to one end of the shaft 261, which is rotatably supported by the bearing portion 262. The other end of the shaft 261 is connected to one end of the sliding constant velocity joint 25. Furthermore, the other end of the sliding constant velocity joint 25 is connected via the shaft 263 (… Figure 13 And with the spindle 280 ( Figure 13 The sliding constant velocity joint 25 is configured to smoothly transmit rotation without changing the operating angle (i.e., the angle formed by the input and output shafts). Furthermore, the axial length (transmission distance) of the sliding constant velocity joint 25 is also variable.

[0154] The spindle section 28 is supported by the alignment section 40, which can be adjusted in angle and position. By adjusting the spindle 280 (… Figure 13 The spindle 280 is connected to the shaft 261 held in the bearing section 262 via a sliding constant velocity joint 25. Even if the angle and position of the spindle 280 change, the sliding constant velocity joint 25 can flexibly follow the change. Therefore, it does not cause damage to the spindle 280 and the shafts 261 and 263. Figure 13 Apply large strain while smoothly transmitting the rotation to the spindle 280 without changing the speed.

[0155] like Figure 5 As shown, the alignment part 40 includes: a pair of rotating frames 41, a pair of curved slide rails 42 (hereinafter referred to as "curved slide rails"), a slide 44 and two pairs of linear guide rails 43.

[0156] Each gyroscope 41 is mounted on the main frame 21 of the carrier 20 via a curved slide rail 42. The curved slide rail 42 includes: an arc-shaped rail 421 mounted on the main frame 21; and multiple (two in this embodiment) carriers 422 (hereinafter referred to as "trolleys 422") that can travel on the rail 421. The trolleys 422 are mounted on the bottom surface of the gyroscope 41. A pair of curved slide rails 42 and a pair of gyroscopes 41 are respectively arranged in a front-to-back configuration sandwiching a vertical line V passing through the center C of the test wheel W. Furthermore, the center of curvature of each curved slide rail 42 lies on the vertical line V. That is, each gyroscope 41 is rotatably supported by the curved slide rail 42 with the vertical line V as the center.

[0157] like Figure 4As shown, the carriage 44 has, from top to bottom, a column 441, a connecting portion 442, and a fork 443. The column 441 (i.e., the upper part of the carriage 44) is arranged longitudinally with its center line aligned with the vertical line V. The column 441 is positioned between a pair of gyroscopes 41 and is slidably connected to each gyroscope 41 via two pairs of linear guide rails 43. The linear guide rails 43 include: rails 431 mounted on the side 441a of the column 441 opposite to the gyroscope 41; and multiple (two in this embodiment) carriers 432 (hereinafter referred to as "trolleys 432") that can travel on the rails 431. The trolleys 432 are mounted on the side 441a of the gyroscope 41 opposite to the column 441.

[0158] The fork 443 (i.e., the lower part of the carriage 44) moves backward from the vertical line V to the right (in the direction of the rotation axis Ay) without contacting the test wheel W. The connecting part 442 extends in the Y-axis direction, connecting the lower end of the column part 441 to the upper end of the fork 443. Therefore, the carriage 44 forms a roughly crank shape when viewed from the X-axis direction.

[0159] like Figure 5 As shown, the lower part of the fork 443 branches forward and backward. Bearings 443a are coaxially provided at the lower ends where the fork 443 branches into two.

[0160] Figure 13 The diagram shows the main spindle section 28 and its surrounding area. The main spindle section 28 orients the central axis (rotation axis Ay) of the main spindle 280 to the left and right, and a pair of bearings 443a are arranged at the lower end of the fork 443. Figure 5 Between ), the spindle 28 is then supported rotatably by a pair of bearings 443a around the rotating shaft Cx that extends back and forth. In addition, the directions of the rotating shaft Ay of the spindle 280 and the rotating shaft Cx of the spindle box 284 change by the alignment of the spindle 280, and may not be consistent with the Y-axis direction or the X-axis direction.

[0161] The main shaft 28 includes: a main shaft 280; and a spindle housing 284 that rotatably supports the main shaft 280. The main shaft 280 mounts the test wheel W and has an axle that rotates integrally with the test wheel W. The main shaft 280 includes: a main body 281, a 6-component force sensor 282, and a hub 283. The main body 281 is a cylindrical shaft. The 6-component force sensor 282 is a generally cylindrical member coaxially mounted at the front end of the main body 281, and is a piezoelectric force sensor capable of detecting 6 components of force (force in the orthogonal triaxial directions and torque around each axis). Furthermore, the hub 283 is a member for mounting the test wheel W and is coaxially mounted at the front end of the 6-component force sensor 282. The main body 281, the six-component force sensor 282, and the hub 283 are integrally joined to form the main shaft 280. Since the test wheel W is integrally mounted in the six-component force sensor 282 via the hub 283, the force applied to the test wheel W can be calculated from the detection result of the six-component force sensor 282. Furthermore, because the six-component force sensor 282 is positioned near the center of the test wheel W, the detection result of the six-component force sensor 282 can also be used as an approximation of the six-component force applied to the test wheel W.

[0162] The spindle housing 284 is a generally cylindrical component that houses and rotatably holds the spindle 280. A bearing 285 and a pair of bearings 286 are mounted on the inner circumference of the spindle housing 284. The spindle 280 is rotatably supported by the bearings 285 and 286.

[0163] A pair of bearings 443a of the fork 443 are mounted on the front and rear sides of the spindle box 284. Figure 5 It is rotatably fitted with a pair of rotating shafts 287. That is, the main shaft 28 is rotatably supported by a pair of bearings 443a around the rotating shaft Cx.

[0164] like Figure 4 As shown, the alignment unit 40 includes: a load adjustment unit 45, a slip angle adjusting part (or offset angle adjusting part) 46, and an outward tilt adjustment part 47. The load adjustment unit 45 is a unit for adjusting the load applied to the test wheel W. The slip angle adjusting part 46 is a unit for adjusting the slip angle of the test wheel W by rotating the alignment unit 40 (more specifically, the swivel frame 41) around the vertical line V. The outward tilt adjustment part 47 is a unit for adjusting the slip angle of the test wheel W by rotating the main shaft 28 around the rotation axis Cx. Figure 13 The unit rotates and moves around the test wheel W to adjust the camber angle.

[0165] The load adjustment unit 45 includes a servo motor 451, a motion converter 452, and a bracket 453. Furthermore, the aforementioned linear guide 43 also constitutes a component of the load adjustment unit 45. The servo motor 451 is mounted on the main frame 21 of the carrier 20. The motion converter 452 is a device that converts the rotational motion of the servo motor 451 into the vertical linear motion of the vertically upright movable part 452a. The motion converter 452 may use, for example, a combination of a rack and pinion mechanism, a bevel gear, or a combination of a worm gear or helical gear with an intersecting shaft and a feed screw. The bracket 453 is positioned directly below the movable part 452a of the motion converter 452 and is mounted on the side of the column portion 441 of the carriage 44 with the seat surface 453a facing upwards.

[0166] When the servo motor 451 drives the movable part 452a of the motion transducer 452 to descend, the lower end of the movable part 452a contacts the seat surface 453a of the bracket 453. When the servo motor 451 is further driven, the slide 44 is pressed vertically downwards via the movable part 452a and the bracket 453. This presses the test wheel W, held in the alignment section 40, onto the road surface 63a, applying a load based on the height of the movable part 452a (i.e., its position in the Z-axis direction) between the test tire T and the road surface 63a. The load applied to the test wheel W is transmitted through the 6-component force sensor 282 of the spindle section 28. Figure 13 The load is then detected. The servo motor 451 is then controlled to drive itself in a manner that ensures the detected load value matches the load setting value.

[0167] like Figure 6 As shown, a portion of the load adjustment unit 45 is disposed in a space Sp2 surrounded by the column portion 441 of a pair of gyratory frames 41 and carriages 44. This configuration effectively utilizes space to achieve miniaturization of the carrier.

[0168] like Figure 4 As shown, the slip angle adjustment unit 46 includes: a servo motor 461 mounted on the main frame 21 of the carrier 20; a reducer 462; a drive gear 463 coupled to the output shaft of the reducer 462; and a driven gear 464 meshing with the drive gear 463. The drive gear 463 may be, for example, a spur gear or a sector gear. Furthermore, the driven gear 464 may be, for example, a sector gear. Additionally, the gear mechanism (drive gear 463, driven gear 464) of the slip angle adjustment unit 46 may also use worm gears, bevel gears, or helical gears. The servo motor 461, reducer 462, and drive gear 463 are mounted on the main frame 21 of the carrier 20. Furthermore, the driven gear 464 is mounted on the side of the column portion 441 of the carriage 44 with its rotation axis aligned with the vertical line V.

[0169] The rotation of the servo motor 461 is reduced in speed by the reducer 462 and transmitted to the driven gear 464 via the drive gear 463. Then, the driven gear 464 and the carriage 44 rotate around the vertical line V. As a result, the test wheel W, which is supported on the carriage 44 via the main shaft 28, also rotates around the vertical line V, and the slip angle of the test wheel W changes.

[0170] like Figure 6 As shown, a portion of the slip angle adjustment unit 46 is disposed in space Sp3, which is surrounded by the column portion 441 of a pair of gyratory frames 41 and carriages 44. This configuration effectively utilizes space, achieving miniaturization of the carrier. Furthermore, space Sp2, where the load adjustment unit 45 is disposed, and space Sp3, where the slip angle adjustment unit 46 is disposed, are located on opposite sides of the column portion 441. By placing the load adjustment unit 45 and the slip angle adjustment unit 46 in different spaces, assembly and maintenance efficiency is improved.

[0171] like Figure 13 As shown, the tilt adjustment unit 47 includes: an upper arm 471 mounted on the right end of the connecting part 442; a connector 472 rotatably supported by the upper arm 471; a fully threaded bolt 475 (hereinafter referred to as "stud 475") on which the connector 472 is mounted; a rod end 476 mounted on one end of the stud 475; and a lower arm 478 rotatably connected to the rod end 476 via a pin 477. The end portion of the lower arm 478 is fixed to the spindle box 284. Alternatively, the upper arm 471 may also be mounted on the fork 443 of the carriage 44.

[0172] The upper arm 471 is a flat plate extending parallel to the rotation axis Ay (i.e., in a direction away from the vertical line V) and is configured perpendicular to the rotation axis Cx of the spindle box 284. A gyratory shaft 471a parallel to the rotation axis Cx is provided at the front end of the upper arm 471.

[0173] The connector 472 is a generally cuboid component with a through hole for inserting a stud 475. The connector 472 is provided with a bearing 473 that rotatably engages with the rotation axis 471a of the upper arm 471. That is, the connector 472 is rotatably supported about the rotation axis 471a, which is parallel to the rotation axis Cx of the spindle box 284. The connector 472 is secured to the stud 475 by a pair of nuts 474 that are inserted into the stud 475.

[0174] The front end of the lower arm 478 is connected to the lower end of the rod end 476 via a pin 477. The pin 477 connecting the rod end 476 and the lower arm 478 is also a rotary axis parallel to the rotation axis Cx of the main spindle box 284. That is, the carriage 44 and the upper arm 471 (first link), the stud 475 and the rod end 476 (second link), and the lower arm 478 and the main spindle box 284 (third link) are rotatably connected in a ring around each rotary axis [rotary axis 471a (first joint), pin 477 (second joint) and rotary axis 287 (third joint)] parallel to the rotation axis Cx, thus forming a linkage mechanism.

[0175] By changing the position of the nut 474 on the stud 475, the length of the variable-length link 47L connecting the two joints (rotating shaft 471a and pin 477) changes. At this time, the lower arm 478 and the main shaft box 284 rotate around the rotating shaft 287 (rotation axis Cx), and the slope of the main shaft 280 and the rotation axis Ay of the test wheel W relative to the road surface 63a changes. Therefore, by changing the position of the nut 474 on the stud 475, the outward tilt of the variable-length link 47L can be adjusted during extension and retraction. When the variable-length link 47L is extended, the outward tilt changes to the negative side; when the variable-length link 47L is retracted, the outward tilt changes to the positive side.

[0176] The tire testing apparatus 1 is equipped with a braking system 27 (hereinafter referred to as "brake 27") that reduces the rotation of the main shaft 280. The brake 27 includes: a disc rotor 271 mounted on the main shaft 280 via an attachment 273 described later; a caliper 272 mounted on the lower arm 478; and a hydraulic supply device 276 that supplies hydraulic pressure to the caliper 272. Figure 27 ).

[0177] The hydraulic supply device 276 generates hydraulic pressure at a specified pressure according to instructions from the control unit 72 (described later) and supplies hydraulic pressure to the caliper 272. The hydraulic supply device 276 includes: a servo motor 276b; a motion converter 276c that converts the rotary motion output from the servo motor 276b into linear motion; a brake master cylinder 276d driven by the linear motion output from the motion converter 276c; and a servo amplifier 276a that generates drive current supplied to the servo motor 276b according to instructions from the control unit 72.

[0178] The spindle 280 is connected to the spindle drive mechanism 20D via accessory 273, disc rotor 271 and shaft 263. Figure 6 ) sliding constant velocity joint 25.

[0179] The lower arm 478 is formed in the shape of a crank, with its middle section retracting upwards (i.e., in the direction away from the main shaft 280). A caliper 272 of the brake 27 is mounted on the middle section of the lower arm 478 away from the main shaft 280 via a fitting 275.

[0180] Accessories 273 and shaft 263 are replaceable small components manufactured to fit the shape of the disc rotor 271. Furthermore, accessory 275 is a small, easily replaceable, and inexpensive part manufactured to fit the shape of the caliper 272. By using accessories 273, 275, and shaft 263, when changing the type of brake 27 (disc rotor 271, caliper 272), it is not necessary to replace the more expensive main shaft 280 and sliding constant velocity joint 25, thus allowing for a lower-cost change of brake 27 type.

[0181] Figure 14 This is a cross-sectional view of the pavement surface 60. The pavement surface 60 includes a frame 61 and a body portion 60a supported by the frame 61. The body portion 60a includes a base 62 and a paving portion 63 held on the base 62. A recess 621 extending in the extension direction of the pavement surface 60 (i.e., the X-axis direction of the vehicle 20's travel direction) is formed on the upper surface of the base 62. The paving portion 63 is formed, for example, by filling the recess 621 with a simulated paving material described later and allowing it to harden. A road surface 63a in contact with the test wheel W is formed on the upper surface of the paving portion 63.

[0182] In this embodiment, the main body 60a is composed of a main body unit 600a of a pavement unit (a replaceable structure including at least a portion of the pavement 63a), and is detachably mounted on the frame 61. Furthermore, the pavement unit is not limited to the unitized form of the main body 60a as in this embodiment (referred to as a "main body unit"); it may also be formed in a form where only the paving portion 63 is unitized (referred to as a "paving portion unit"); or in a form where the entire pavement surface 60, including the frame 61, is unitized (referred to as a "pavement surface unit").

[0183] In this embodiment, the main body 60a is composed of multiple main body units 600a that are divided in the extension direction of the pavement surface 60, and can be replaced on a unit basis as the main body unit 600a. Alternatively, the entire main body 60a can be formed as a single replaceable pavement unit.

[0184] In this embodiment, the road surface 60 is constructed from road surface units such as the main body unit 600a, and at least a portion of the road surface 63a can be replaced by replacing the road surface units.

[0185] For example, by replacing only the central body unit 600a in the extension direction (X-axis direction) of the pavement surface 60, the type of paving portion 63 (e.g., material, structure, surface shape, etc.) can be changed only in the central portion. In addition, the type of paving portion 63 can also be changed for each body unit 600a, for example, by changing the coefficient of friction of the pavement surface 63a in the extension direction of the pavement surface 60.

[0186] A recess 622 is provided on the lower part of the base 62, which engages with the protrusion 612 on the upper part of the frame 61. The main body unit 600a is mounted on the frame 61 by means of engagement between the protrusion 612 and the recess 622, and the two are fixed by a fixing mechanism (not shown) such as bolts or cam levers, thereby detachably mounting the main body unit 600a on the frame 61.

[0187] Furthermore, the frame 61 of this embodiment is also formed by a plurality of frame units 610 that divide the frame 61 in the extension direction of the road surface 60, and can be replaced in units of frame units 610.

[0188] Furthermore, in this embodiment, the frame unit 610 and the main body unit 600a are made to have the same length. Alternatively, the surface unit 600 formed by mounting the main body unit 600a on the frame unit 610 can be replaced as a unit.

[0189] Furthermore, in this embodiment, the laying section 63 is integrally formed with the base 62; however, the laying section 63 can also be detachably formed from the base 62. For example, the laying section 63 can be formed by multiple laying section units 630 that divide the laying section 63 in the extension direction of the pavement surface 60, and the laying section 63 can be replaced on a unit basis. In this case, the laying section units 630 and the base unit 620 can be formed to the same length, and the laying section units 630 can be installed in the base unit 620 to form a composite unit (in other words, a body unit 600a with a detachable laying section 63) for replacement. In addition, the pavement surface unit 600 can be manufactured by combining the frame unit 610, the base unit 620, and the laying section units 630, and can be replaced on a unit basis.

[0190] Furthermore, as described above, in this embodiment, a road surface 60 is formed by linking multiple road surface units 600. With this configuration, the road surface 60 can be lengthened or shortened by adding or removing road surface units 600. In addition, by forming multiple road surface units with the same structure, the road surface 60 can be manufactured efficiently.

[0191] Furthermore, in this embodiment, the track section 10, like the pavement section 60, is divided into multiple track section units 100 in the extension direction. The track section 10 can be lengthened or shortened by adding or deleting track section units 100. The track section units 100 are formed to the same length as the pavement section units 600. Therefore, the lengths of the track section 10 and the pavement section 60 can be made the same. Alternatively, the track section units 100 and the pavement section units 600 can be integrated into a composite unit, and the pavement section 60 and the track section 10 can be lengthened, shortened, or partially replaced.

[0192] In this embodiment, the pavement 60 has a paving section 63 that forms a simulated asphalt pavement (i.e., the effect of tire wear on the tire is the same as that of an actual asphalt pavement). The simulated pavement is formed, for example, by adding a binder such as polyurethane resin or epoxy resin to aggregates containing pulverized aggregates of highly wear-resistant ceramics such as silicon carbide or alumina (further grinding or etching may be performed if necessary). This simulated pavement material is then hardened. By using this simulated pavement material, a simulated pavement with excellent durability and stable road surface conditions (i.e., stable wear of the test tire T) can be obtained. Tire wear can be adjusted, for example, by adjusting the aggregate particle size and the amount of binder added.

[0193] The simulated paving in this embodiment is a single-layer structure; however, it is also possible to use, for example, multiple layers formed of different materials stacked in the thickness direction for simulated paving. In addition, it is also possible to use, for example, adjusting the type and particle size of aggregate, the type and amount of binder, etc., to simulate paving such as stone paving, brick paving, or concrete paving.

[0194] In addition, road surface 63a can be created in a way that causes greater (or less) damage to the tire than the actual road surface. By using road surface 63a, which has a greater impact on the tire than the actual road surface, an accelerated deterioration test of the tire can be conducted.

[0195] Alternatively, the paving section 63 may be formed from actual paving materials (e.g., asphalt mixtures used for asphalt paving surface layers). Furthermore, paving sections 63 that reproduce or mimic actual paving to the underlying structure, except for those forming the outermost layer of the road surface, may also be used.

[0196] Because the road surface 63a does not move during the test, the tire testing apparatus 1 of this embodiment can be used to perform the test while foreign objects that may affect tire performance (e.g., water, snow, mud, soil, sand, gravel, oil, or objects simulating them) are sprinkled on the road surface 63a. For example, a wet braking test can be performed by spraying water on the road surface 63a.

[0197] The following describes a modified example of road surface 60. Figure 15This is a cross-sectional view of a modified pavement surface 60A. The pavement surface 60A includes a frame portion 67 mounted on a base 62. The frame portion 67 is watertightly joined to the base 62 by caulking or similar means, and together with the base 62 and the paving portion 63, forms a groove 68. Foreign matter (such as water, gravel, soil, fallen leaves, etc.) that could affect tire performance is placed in the groove 68 in a manner that covers the pavement surface 63a. A thick layer of foreign matter can be accumulated on the pavement surface 63a by using the groove 68. In this modified example, the frame portion 67 is mounted on top of the base 62; however, the frame portion 67 can also be mounted on the side of the base 62. Furthermore, the frame portion 67 can also be mounted on top of the paving portion 63.

[0198] Furthermore, the pavement surface 60A is equipped with a temperature adjustment mechanism 64 that can adjust the temperature of the pavement surface 63a. In this modified embodiment, the temperature adjustment mechanism 64 includes: a flow path 64a embedded in the base 62; a temperature sensor 64b for detecting the temperature of the pavement surface 63a; and a temperature adjustment device 64c. Figure 27 Temperature sensor 64b is, for example, a contact temperature sensor using a thermocouple or thermistor, or a non-contact temperature sensor such as an infrared sensor. Temperature adjustment device 64c is connected to control unit 72 and adjusts the temperature of road surface 63a to a set temperature according to instructions from control unit 72. Specifically, temperature adjustment device 64c adjusts the temperature of heat transfer medium (e.g., oil or water containing antifreeze) based on the detection results of temperature sensor 64b and sends the heat transfer medium to flow path 64a. By allowing the heat transfer medium, whose temperature has been adjusted by temperature adjustment device, to flow in flow path 64a, road surface 63a can be adjusted to a specified temperature. Furthermore, in order to stabilize the temperature of road surface 63a and improve heat utilization efficiency, the surface of base 62 is covered with heat insulation material 69.

[0199] The temperature adjustment mechanism 64 can adjust the temperature of the road surface 63a over a wide range from low temperature (e.g., -40°C) to high temperature (e.g., 80°C). A frozen road surface can be created by filling the trough 68 with water and setting the set temperature of the road surface 63a below the freezing point. That is, ice braking tests can be performed using the road surface 60A of this modified example. Furthermore, snow braking tests can be performed with snow placed in the trough 68.

[0200] The flow path 64a is formed in the base 62 in a zigzag pattern parallel to the road surface 63a. Furthermore, the base 62 is divided into multiple blocks (base units 620) in its extending direction, each block containing an individual flow path 64a. This configuration allows for a more uniform temperature across the entire road surface 63a.

[0201] Next, the load detection unit 165 will be explained. The load detection unit 165 is a component that can detect the load distribution applied to the tire tread.

[0202] Figure 16 and Figure 17 The plan view shows the top view and left side view of the load detection unit 165 of the road surface 60 and its surrounding area. Furthermore, Figure 18 - Figure 20 The images are, in order, the front view, the left side view, and the top view of the load detection unit 165.

[0203] like Figure 16 and Figure 17 As shown, a recess 60p that is elongated in the Y-axis direction is formed on the upper surface of the main body 60a of the pavement surface 60. The load detection unit 165 is housed in the recess 60p and fixed to the bottom surface of the recess 60p.

[0204] like Figure 18 - Figure 20 As shown, the load detection unit 165 includes: a fixed frame 1658, a movable frame 1659, a pair of linear guide rails 1654, a sensor array unit 1650, a moving unit 1655, and a sensor position detection unit 1656. Additionally, Figure 18 The linear guide rail 1654 and the rail support portion 1658b of the fixed frame 1658 (described later) are omitted from the illustration. The movable frame 1659 is supported by a pair of linear guide rails 1654 and is movable in the Y-axis direction (i.e., the width direction of the pavement 60). The sensor array unit 1650 is mounted on the movable frame 1659. Details of the sensor array unit 1650 are described later.

[0205] Figure 21 A top view showing the state of the movable part (i.e., the movable frame 1659 and the sensor array unit 1650) of the load detection unit 165 after it has been disassembled.

[0206] like Figure 19 and Figure 21 As shown, the mounting bracket 1658 includes: a generally rectangular base plate 1658a; and a pair of rail support portions 1658b fixed to the base plate 1658a. The pair of rail support portions 1658b are arranged with their length direction facing the Y-axis direction and spaced apart in the X-axis direction.

[0207] The linear guide rail 1654 includes: a rail 1654a extending in the Y-axis direction; and multiple (three in this embodiment) carriers 1654b (hereinafter referred to as "trolleys 1654b") capable of traveling on the rail 1654a. The rail 1654a is mounted on top of the rail support portion 1658b. Furthermore, the trolleys 1654b are mounted below the movable frame 1659 and guide the movable frame 1659 to move in the Y-axis direction via the linear guide rail 1654.

[0208] The moving unit 1655 is disposed between a pair of rail support portions 1658b and a linear guide rail 1654. The moving unit 1655 includes a servo motor 1655m and a ball screw mechanism 1655b. The ball screw mechanism 1655b includes a ball screw 1655ba, a nut 1655bb, a bearing portion 1655bc, and a bearing portion 1655bd.

[0209] The ball screw 1655ba is rotatably supported at both ends by a pair of bearings 1655bc and 1655bd. Furthermore, one end of the ball screw 1655ba is connected to the shaft of the servo motor 1655m. A nut 1655bb, which engages with the ball screw 1655ba, is mounted on the underside of the movable frame 1659. When the ball screw 1655ba is rotated by the servo motor 1655m, the movable frame 1659 and the sensor array unit 1650 move together with the nut 1655bb in the Y-axis direction. That is, the position of the sensor array unit 1650 in the Y-axis direction can be changed by the rotational drive of the servo motor 1655m.

[0210] like Figure 21 As shown, the sensor position detection unit 1656 includes: a movable arm 1656a; a plurality of (three in this embodiment) proximity sensors 1656c; and a sensor mounting part 1656b. The end portion of the movable arm 1656a is fixed to a movable frame 1659 and can move together with the movable frame 1659 in the Y-axis direction. The sensor mounting part 1656b is mounted on a fixed frame 1658.

[0211] Multiple proximity sensors 1656c are mounted on sensor mounting portion 1656b, with their detection surfaces 1656cf facing the positive X-axis direction and spaced apart (e.g., equally spaced) in the Y-axis direction.

[0212] A proximity portion 1656ap, adjacent to the proximity sensor 1656c, is formed at the front end of the movable arm 1656a. In this embodiment, the proximity portion 1656ap is formed by bending the front end of the movable arm 1656a into a crank shape. The proximity portion 1656ap is positioned at the same height as the detection surfaces 1656cf of the plurality of proximity sensors 1656c. Furthermore, the detection surfaces 1656cf of the plurality of proximity sensors 1656c are spaced apart within the range of motion of the proximity portion 1656ap in the Y-axis direction.

[0213] Figure 22 To enlarge Figure 18 The diagram shows the region E enclosed by the two-dot dashed lines. (See diagram for example.) Figure 18 and Figure 22As shown, the sensor array unit 1650 includes a frame 1650a and a plurality of (150 in this embodiment) load detection modules 1650m. A recess 1650ap, elongated in the Y-axis direction, is formed in the central portion of the upper part of the frame 1650a. The plurality of load detection modules 1650m are housed in the recess 1650ap and fixed to the bottom surface of the recess 1650ap.

[0214] Multiple load detection modules 1650m are arranged in a matrix pattern with equal intervals (e.g., approximately no gaps) in both the X-axis and Y-axis directions. In this embodiment, 150 load detection modules 1650m are arranged in 5 columns in the X-axis direction and 30 columns in the Y-axis direction.

[0215] The load detection module 1650m includes: a three-component force sensor 1651, a laying section 1652, and a bolt 1653. The three-component force sensor 1651 is a cylindrical piezoelectric component with its central axis pointing towards the Z-axis. The laying section 1652 is, for example, a cuboid member formed by the same simulated laying material or laying material as the laying section 63, with equal lengths in the X-axis and Y-axis directions. However, the shapes of the three-component force sensor 1651 and the laying section 1652 are not limited to these shapes. For example, the three-component force sensor 1651 may also be cuboid, and the laying section 1652 may also be cylindrical.

[0216] A through hole 1651b in the Z-axis direction is formed in the center of the cylindrical three-component force sensor 1651. Furthermore, a bolt hole 1652b extending in the Z-axis direction is formed in the center of the laying section 1652. The load detection module 1650m is integrated and fixed to the frame 1650a by screwing a bolt 1653 into the bolt hole 1652b of the laying section 1652 through the hole 1651b of the three-component force sensor 1651. A road surface 1652a is formed on the top of the laying section 1652 at the same horizontal height. The area along the X and Y axes where the load detection modules 1650m are arranged becomes the detection area of ​​the sensor array unit 1650. Additionally, the width (i.e., the length in the Y-axis direction) of the detection area of ​​the sensor array unit 1650 is Ly( Figure 20 It is much larger than the tread width of the test tire T, whose full tread width can contact the road surface 1652a.

[0217] The following three forces f applied to the road surface 1652a (i.e., applied to the tire tread) by each load detection module 1650m are detected by the three-component force sensor 1651. R f T and f L .

[0218] a) Radial force f R

[0219] b) Tangential force f T

[0220] c) Lateral force f L

[0221] By using the load detection unit 165, the distribution and time variation of the force exerted on the road surface (i.e., the force applied to the tire tread) can be detected from the tire tread of the test tire T.

[0222] Figure 27 This is a block diagram showing the general configuration of the control system 1a of the tire testing apparatus 1. The control system 1a includes: a control unit 72 that controls the operation of the entire apparatus; a measurement unit 74 that performs various measurements; and an interface unit 76 that performs input and output to the outside.

[0223] The control unit 72 is connected to the servo motor 141 of each drive unit 14, the servo motor 32 of the torque imparting device 30, the servo motor 451 of the load adjustment unit 45, the servo motor 461 of the slip angle adjustment unit 46, the servo motor 1655m of the moving unit 1655, and the servo motor 276b of the hydraulic supply device 276 via servo amplifiers 141a, 32a, 451a, 461a, 1655a, and 276a.

[0224] The control unit 72 is communicatively connected to each of the servo amplifiers 141a, 276a, 32a, 451a, and 461a via optical fiber, enabling high-speed feedback control between the control unit 72 and each servo amplifier. This allows for more precise (high resolution and high accuracy on the time axis) synchronous control.

[0225] In addition, the control unit 72 is connected to a temperature adjustment device 64c.

[0226] The measurement unit 74 is connected to the six-component force sensor 282 of the spindle unit 28, the three-component force sensor 1651 of the load detection unit 165, and the proximity sensor 1656c of the sensor position detection unit 1656 via preamplifiers 282a, 1651a, and 1656ca. Signals from the six-component force sensor 282, the three-component force sensor 1651, and the proximity sensor 1656c are amplified by the preamplifiers 282a, 1651a, and 1656ca, and then converted into digital signals in the measurement unit 74, thereby generating measurement data. The measurement data is then input to the control unit 72. Furthermore, Figure 27 In the figure, only one of the three force components 1651, the preamplifier 1651a, the proximity sensor 1656c, and the preamplifier 1656ca is shown.

[0227] The phase information detected by the rotary encoders RE built into each of the servo motors 141, 32, 451, 461, 1655m and 276b is input to the control unit 72 via each of the servo amplifiers 141a, 32a, 451a, 461a, 1655a and 276a.

[0228] The interface unit 76 may include, for example, a user interface for input / output between the user and the interface; a network interface for connection to various networks such as LAN (Local Area Network); and one or more communication interfaces such as USB (Universal Serial Bus) and GPIB (General Purpose Interface Bus) for connection to various machines. Furthermore, the user interface may include, for example, one or more input / output devices such as various operation switches, indicators, various display devices such as LCD (Liquid Crystal Display), various pointing devices such as mice and touchpads, touch screens, cameras, printers, scanners, buzzers, speakers, microphones, and memory card readers.

[0229] The control unit 72 synchronously controls the drive of the servo motors 141 of each drive unit 14 based on the speed setting data input via the interface unit 76, enabling the vehicle 20 to travel at a specified speed. In addition, in this embodiment, all four drive units 14 are driven in the same phase (more precisely, they are driven in the opposite phase [opposite rotation] of the drive units 14LA and 14LB on the left and the drive units 14RA and 14RB on the right).

[0230] Furthermore, the control unit 72 controls the drive of the servo motor 32 of the torque application device 30 to apply a specified front and rear force to the test tire T based on the setting data of the front and rear force (braking force or driving force) to be applied to the test tire T obtained via the interface unit 76. Alternatively, the control unit 72 can control the torque application device 30 to apply a specified torque to the test wheel W by replacing the front and rear force setting data with torque setting data (or acceleration setting data).

[0231] The control unit 72 can synchronously control the drive unit 14, which makes the carrier 20 travel at a specified travel speed (while the test tire T rotates at a circumferential speed approximately the same as the travel speed), and the torque applying device 30, which applies forward and backward force (or torque) to the test tire T, based on the synchronization signal.

[0232] In addition to basic waveforms such as sine wave, half sine wave, sawtooth wave, triangular wave, and trapezoidal wave, the waveform of the torque generated by the torque imparting device 30 can also be the front and rear force (or torque) waveform measured in road tests, the front and rear force (or torque) waveform obtained by simulation calculation, or other arbitrary synthetic waveforms (e.g., waveforms generated by function generators).

[0233] Even for the control of the travel speed of the vehicle 20 (or the rotational speed of the test wheel W), in addition to the basic waveform, the waveform of the wheel rotational speed measured in the road test, the waveform of the speed change obtained by simulation calculation, or other arbitrary synthetic waveforms (e.g., waveforms generated by a function generator, etc.) can be used.

[0234] Next, the steps for changing the position of the sensor array unit 1650 in the Y-axis direction via the moving unit 1655 will be explained. The sensor array unit 1650 is in... Figure 21 In the initial state shown, the proximity part 1656ap of the movable arm 1656a is positioned opposite the detection surface 1656cf of the central proximity sensor 1656c. For example, when the user operates the touch screen and outputs an instruction to move the sensor array unit 1650 to the left (positive Y-axis direction), the control unit 72 sends a counter-clockwise rotation command to the servo amplifier 1655a, causing the sensor array unit 1650 to move in the positive Y-axis direction. The servo amplifier 1655a, having received the counter-clockwise rotation command, supplies a drive current to rotate the servo motor 1655m counter-clockwise. Then, when the servo motor 1655m is driven counter-clockwise by the drive current, the ball screw 1655ba rotates counter-clockwise together with the shaft of the servo motor 1655m, and the sensor array unit 1650, along with the nut 1655bb and the movable bracket 1659, moves to the positive Y-axis direction.

[0235] When the sensor array unit 1650 moves in the positive Y-axis direction, the approach portion 1656ap of the movable arm 1656a moves away from the detection surface 1656cf of the central proximity sensor 1656c, and the central proximity sensor 1656c can no longer detect the approach. Finally, the approach portion 1656ap of the movable arm 1656a reaches a position opposite to the detection surface 1656cf of the left-hand (positive Y-axis direction side) proximity sensor 1656c. At this time, the left-hand proximity sensor 1656c detects the approach and outputs a proximity signal indicating that the approach has been detected. The measurement unit 74, which receives the proximity signal via the preamplifier 1656ca, notifies the control unit 72 that the sensor array unit 1650 has reached the designated position on the left. Upon receiving the notification from the measurement unit 74, the control unit 72 sends a stop drive command to the servo amplifier 1655a. Upon receiving the stop drive command, the servo amplifier 1655a stops supplying drive current to the servo motor 1655m. As a result, the rotation of the shaft of the servo motor 1655m and the ball screw 1655ba stops, the nut 1655bb and the sensor array unit 1650 also stop, and the movement of the sensor array unit 1650 is completed.

[0236] By incorporating the moving unit 1655, the length Ly of the detection area of ​​the sensor array unit 1650 in the Y-axis direction can be shortened. Figure 20 This reduces the number of load detection modules 1650m required when measuring load distribution, thereby reducing the manufacturing and maintenance costs of the sensor array unit 1650.

[0237] Next, a method for obtaining the load distribution applied to the tire tread using the load detection unit 165 will be explained. Figure 23 This is a flowchart showing the steps of a method for obtaining the load distribution applied to the tire tread.

[0238] When the power switch of the tire testing device 1 is ON, the control unit 72 first performs initialization processing S1. For example... Figure 2 As shown, in the initial state, the carrier 20 is positioned in an initial position (initial travel position) P, set near the end of its range of motion in the negative X-axis direction. X0 In addition, carriage 44 ( Figure 4 ) Configured within its active range, for example, at an initial position P near the upper end. Z0 At the initial position P Z0 The test wheel W is lifted off the road surface 63a, allowing for loading, unloading, and alignment adjustments. Furthermore, the slip angle adjustment unit 46 and the camber adjustment unit 47 are respectively adjusted to set slip angle and camber values.

[0239] With the test wheel W suspended above the road surface 63a, the servo motor 32 of the drive torque imparting device 30 rotates the test wheel W to a position θ. W Move to the initial rotation position θW0 Initialization process S1 is complete. Additionally, the rotational position θ of the torque-imposing device 30 itself (i.e., housing 31) is... H According to the travel position P of the carrier 20 X This is determined by [the specific mechanism]. The torque-imposing device 30 is always positioned at the initial rotational position θ in the initial state. H0 .

[0240] After initialization process S1 is completed, for example, when the user gives an instruction to start the test by operating the touch screen (S2: YES), the measurement setting (Set) number k of the counter is reset to 1 (S3), the test wheel W descends through the load adjustment unit 45 to contact the road surface 63a, and is given the set load (S4).

[0241] Next, the first measurement setting S5 is performed. Measurement setting S5 drives the servo motors 141 of each drive unit 14, causing the carrier 20 to travel at a set speed, and the test wheel W to rotate at approximately the same circumferential speed as the carrier 20. Furthermore, the servo motor 32 of the drive torque application device 30 applies the set torque to the test wheel W.

[0242] In measurement setting S5, the forces applied to the road surface 1652a and the test wheel W are detected at specified time intervals (e.g., 5 millisecond intervals) by the 3-component force sensor 1651 of the load detection unit 165 and the 6-component force sensor 282 of the main shaft unit 28, respectively. Furthermore, the time interval between the detection by the 3-component force sensor 1651 and the 6-component force sensor 282 is appropriately set according to the test conditions (e.g., the travel speed of the vehicle 20 and the required test accuracy).

[0243] Furthermore, in test setting S5, the driving position P of the vehicle 20 X and the rotational position θ of the test wheel W W The calculation is performed at specified intervals (e.g., the same time interval as the detection of the three-component force sensor 1651). The travel position P of the vehicle 20. X The rotary encoder RE (from the servo motor 141 built into the drive unit 14) Figure 27 The test results, the reduction ratio of the reducer 142, and the pitch circle diameter of the drive pulley 52 of the belt mechanism 50 are calculated. Additionally, in this embodiment, the travel position P of the carrier 20 is... X Defined as the position of the rotation axis Ay of the test wheel W in the travel direction (X-axis direction) of the carrier 20.

[0244] The rotational position θ of test wheel W W The calculation is based on the detection results of the rotary encoder 39 of the torque imparting device 30 and the rotary encoder RE built into the servo motor 32. Specifically, the rotational position θ of the test wheel W...W The rotational position θ of the shaft 321 of the servo motor 32 is detected by the rotary encoder RE of the servo motor 32. M (However, in the initial rotational position θ of the initial state) M0 Set to 0 [rad].) Multiply by the reduction ratio of reducer 33 (that is, the rotational position θ of shaft 34 relative to housing 31). S The rotational position θ of the housing 31 of the torque-imparting device 30, detected by the rotary encoder 39, is also considered. H To calculate.

[0245] Alternatively, the rotational position θ that detects the output from the torque imparting device 30 can also be set. T The detection mechanism includes a rotary encoder (e.g., the rotational position of the main shaft 280 and shafts 261, 263), and directly detects the rotational position θ of the test wheel W through this detection mechanism. W And constitutes.

[0246] The detection results of the three-component force sensor 1651 and the six-component force sensor 282 are compared with the detection results of the rotary encoder RE of the servo motor 141 built into the drive unit 14, which is detected at the same time (that is, the driving position P of the vehicle 20). X ) and the test wheel W at the rotation position θ W The detection results are stored in the memory device 721 of the control unit 72 (or, for example, a memory mechanism accessible through the control unit 72, such as a server 77 connected to the control unit 72 via LAN). Furthermore, the detection results of the three-component force sensor 1651 can be configured to record only the duration of the test wheel W passing through the sensor array unit 1650 and a specified period before and after it. This reduces the amount of data stored.

[0247] When the carrier 20 reaches the end of the travel section and stops, it is raised by the load adjustment unit 45 to the height at which the test wheel W floats above the road surface 63a (e.g., the same height as in the initial state) (S6). Then, the drive unit 14 is activated, and the carrier 20 moves to the initial position P. X0 (S7)

[0248] Before the measured set number k reaches the specified number of times n, the above processes S4 to S9 (S8) are repeated. When the measured set number k has not yet reached the specified number of times n (S8: No), the servo motor 32 of the drive torque imparting device 30 rotates the test wheel W to a position θ. W Move to rotation position θ W0 +k*Δθ W (S9), and the incrementing counter k (S12). That is, each time the measurement set number k increases by one, the initial position P... X0 The rotational position θ of the test wheel WW Each change angle width Δθ W .

[0249] Angle width Δθ W For example, it can be set as the length L in the X-axis direction corresponding to the detection area of ​​sensor array unit 1650. X ( Figure 19 The central angle θ of the test wheel W) C1 (That is, the rolling distance L of the test wheel W) X rotation angle θ C1 Values ​​below ) are used. For example, the angle width Δθ. W Set to the configuration interval δ corresponding to the load detection module 1650m. Figure 19 The central angle θ of the test wheel W) C2 Same value or compared to the central angle θ C2 A slightly smaller value.

[0250] In addition, the angle width Δθ can also be increased. W For example, the value is set to a predetermined number of times n divided by 2π. In this case, the entire circumference of the test wheel W is measured through n measurements.

[0251] When the measurement setting of the specified number of times n is completed (W8: YES), the load profile calculation S10 is then performed.

[0252] Figure 24 The flowchart illustrates the steps of load profile calculation S10. Load profile calculation S10 processes load profile data based on the measurement results obtained through n measurements set in S5.

[0253] The load profile data consists of three forces applied to the tire (i.e., radial force f). R Tangential force f T and lateral force f L The value of ) corresponds to the plane coordinates on the road surface.

[0254] In the load profile calculation S10, firstly, the coordinates of each load detection module 1650m are calculated (S101). Furthermore, in this embodiment, the coordinates of the upper center point of the load detection module 1650m are defined as the coordinates of the load detection module 1650m.

[0255] Figure 25This diagram illustrates the positional relationship between the load detection modules 1650m and the rotation axis Ay of the test wheel W. As described above, in this embodiment, 150 load detection modules 1650m are arranged in 5 columns along the X-axis and 30 columns along the Y-axis. In the following description, the column numbers of the load detection modules 1650m along the X-axis are designated as p, and the column numbers along the Y-axis are designated as q. The configuration of the load detection modules 1650m is represented by a pair of positive integers [p, q] (hereinafter referred to as "address [p, q]").

[0256] Furthermore, the (x,y) coordinate system is used in the load profile calculation S10. The (x,y) coordinate system is a planar orthogonal coordinate system parallel to the (X,Y) coordinate system, with the center of the top of the load detection module 1650m located at address [3,1] as the origin. That is, the xy plane is the plane of the road surface 63a and 1652a on which the road surface 60 is arranged. In addition, in this embodiment, the origin of the (x,y) coordinate system (that is, the position of the load detection module 1650m at address [3,1]) is defined as the position of the sensor array unit 1650. In addition, in the following description, the coordinates with the fixed point as the origin are called absolute coordinates, and the coordinates with the moving point as the origin are called relative coordinates. The absolute coordinates of each load detection module 1650m are calculated in the load profile calculation S10.

[0257] In this embodiment, the load detection modules 1650m are arranged at equal intervals δ in both the x-axis and y-axis directions. Therefore, the xy coordinates of address [p,q] are calculated using the following formula.

[0258] x=(p-3)*δ

[0259] y=(q-1)*δ

[0260] Next, calculate the x-coordinate of the rotation axis Ay of the test wheel W (hereinafter referred to as "coordinate x"). Ay (S102). Coordinate x Ay It is calculated using the following formula.

[0261] x Ay =P X -S X

[0262] in,

[0263] P X The driving position P of test wheel W X X coordinate of (rotation axis Ay)

[0264] S X The x-coordinate of the origin of the (x,y) coordinate system.

[0265] That is, in step S102, the coordinates of the rotation axis Ay of the test wheel W are transformed from the XY coordinate system to the xy coordinate system.

[0266] Secondly, calculate the travel position P of the test wheel W. X The relative position (relative coordinates) of the load detection module 1650m, using the rotation axis Ay as a reference (S103). The relative coordinates (x...) of the load detection module 1650m. r ,y r The load profile data is calculated using the following formula. This embodiment obtains the load profile data relative to the rotation axis Ay.

[0267] x r =xx Ay

[0268] y r =y

[0269] Secondly, through each relative coordinate (x) r ,y r The average of all measurements (i.e., the radial force f measured by each load detection module at 1650m) R Tangential force f T and lateral force f L ), calculate the force f of the three types. R f T and f L The load profile data (S104). In processing S104, the load profile data can also be calculated as an approximate surface obtained through regression analysis (e.g., surface fitting such as least squares).

[0270] In processing S104, the rotational position θ of the test wheel W can also be considered. W (that is, each rotational position θ) W The load profile data can be calculated using the symmetry of the tread pattern of the test tire T around the rotation axis Ay. Specifically, the rotational positions θ that are in the same phase in each circumferential period of the tread pattern can also be included in the calculation. W Calculate the load profile data.

[0271] Furthermore, this embodiment uses an n-times measurement setting to measure only one revolution of the test wheel W. However, the measurement setting can be further increased to measure multiple revolutions. Additionally, this embodiment measures the center angle θ of each test wheel W corresponding to the configuration interval δ of the load detection module 1650m. C2 Change at initial position P X0 The rotational position θ of the test wheel W WFurthermore, multiple measurements are performed, so the resolution of the load profile data in the x-axis direction becomes the configuration interval δ of the 1650m load detection module. This is further achieved through various small angles (e.g., the center angle θ). C2 (1 / 10) Change the rotation position θ W Furthermore, repeated measurement settings allow for a finer resolution in the x-axis direction compared to the 1650m configuration interval δ of the load detection module. For example, each central angle θ... C2 1 / m (however, m is a natural number) changes the rotation position θ W Furthermore, when repeatedly setting up measurements, the actual resolution in the x-axis direction can be reduced to the level of δ / m.

[0272] In this embodiment, the length L of the detection area of ​​the sensor array unit 1650 in the X-axis direction is... X ( Figure 19 The length of the tire tread in the X-axis direction is shorter than that of the test wheel W. Therefore, by rolling the test wheel W once on the sensor array unit 1650, it is impossible to obtain the load distribution of the entire tire tread.

[0273] Therefore, this embodiment uses the rotational position θ of the test wheel W as it rolls on the sensor array unit 1650. W Furthermore, the method involves measuring the load distribution on the tire tread multiple times. This shortens the length of the detection area of ​​the sensor array unit 1650 in the X-axis direction and reduces the number of load detection modules 1650m required for load distribution measurement, thereby reducing the manufacturing and maintenance costs of the sensor array unit 1650.

[0274] Furthermore, by changing the Y-axis position of the sensor array unit 1650 at specified intervals by the moving unit 1655 and repeatedly performing measurement settings, the actual resolution in the Y-axis direction can be reduced. At this time, the servo motor 1655m of the moving unit 1655 uses a position-controllable motor (e.g., a servo motor or a stepper motor). For example, by changing the Y-axis position of the sensor array unit 1650 every 1 mm and repeatedly performing measurement settings, the actual resolution in the Y-axis direction can be reduced to approximately 1 mm.

[0275] Next, the load profile image created based on the calculated load profile data is displayed on the display device of the interface section 76, thereby visualizing the load distribution applied to the tire tread (S11). Figure 26 This is an example of displaying a load contour image. Figure 26 (a) is the tangential force f T , Figure 26 (b) represents the lateral force f L , Figure 26 (c) represents the radial force f. RThe load profile image. Figure 26 The load profile image shown is the image at each location (x r ,y r The force value is converted into brightness. Furthermore, the shape of the load contour image is not limited to this embodiment; for example, it can be another shape such as a stereoscopic computer graphics (CG) image.

[0276] The embodiments of the present invention have been described above. The embodiments of the present invention are not limited to the above description, and various modifications can be made. For example, the configuration of embodiments that are readily apparent to those skilled in the art, appropriately combined with the configurations of embodiments exemplarily shown in this specification and / or the description herein, is also included in the embodiments of this application.

[0277] The tire testing device 1 described above has two belt mechanisms 50, but it may also have one or more belt mechanisms 50.

[0278] The belt mechanism 50 in the above embodiment is driven by the power generated by a pair of drive units 14. However, it may also be configured to be driven by one or more drive units 14.

[0279] In the above embodiments, each belt mechanism 50, 23, and 24 uses a toothed belt and a toothed pulley. However, for more than one belt mechanism, a flat belt or a V-belt may be used instead of a toothed belt. Furthermore, other types of power transmission mechanisms, such as chain drives, wire drives, ball screw drives, gear drives, or hydraulic systems, may be used instead of belt mechanisms.

[0280] In the above embodiment, the power to drive the carrier 20 and the power to drive the test wheel W (main shaft 280) are supplied through a common drive unit 14 and transmitted through a common belt mechanism 50. However, the present invention is not limited to this configuration. For example, the power to drive the carrier 20 and the power to drive the test wheel W can be generated by separate drive units, and transmitted through separate power transmission mechanisms (e.g., separate belt mechanisms). In this case, in order to make the travel speed of the carrier 20 match the circumferential speed of the test wheel W, it is necessary to synchronously control the drive units for driving the carrier and the drive units for driving the test wheel.

[0281] The above-described embodiment achieves a simplified drive system and control system by integrating a portion (drive unit 14 and belt mechanism 50) of the mechanism driving the carrier 20 (carrier drive mechanism) and the mechanism driving the test wheel W (test wheel drive mechanism). This integration of the carrier drive mechanism and the test wheel drive mechanism (especially the integration of drive unit 14) can reduce the load on drive unit 14 by using a torque-applying device 30 to separate the power source for speed control and torque control of the test wheel W.

[0282] The above embodiment employs a configuration where the right-side drive units 14RA and 14RB function as both a vehicle drive mechanism and a rotary motion supply mechanism, and the left-side drive units 14LA and 14LB function as a vehicle drive mechanism. However, the present invention is not limited to this configuration. For example, the left-side drive units 14LA and 14LB may function as both a vehicle drive mechanism and a rotary motion supply mechanism, and the right-side drive units 14RA and 14RB may function as a vehicle drive mechanism. Furthermore, both the left-side drive units 14LA and 14LB and the right-side drive units 14RA and 14RB may function as both a vehicle drive mechanism and a rotary motion supply mechanism. This configuration can be achieved, for example, by using a total of two shafts 223B connecting the left and right driven units 22R and 22L (in other words, replaced by a single long shaft 223B connecting the left and right driven units 22R and 22L).

[0283] The third modification example described above involves changing the initial position P for each measurement setting change. Z0 The rotational position θ of the test wheel W W It can measure the length L of the detection area of ​​the sensor array unit 1650 in the X-axis direction. X The load profile of a long tire tread. However, by setting a mechanism that allows the sensor array unit 1650 to change its position in the X-axis direction, each measurement setting remains unchanged at the initial position P. Z0 The rotational position θ of the test wheel W W It is possible to measure the length L X The load profile of the long tire tread. The mechanism for changing the position of the sensor array unit 1650 in the X-axis direction, for example, similar to the moving unit 1655, can be configured by a position-controllable motor and a feed screw mechanism (e.g., a ball screw mechanism).

[0284] In the above embodiment, the guide mechanism 13 of the track section 10 supports the rod 134a and the like by a pair of single-row bearings 137a, etc. However, the present invention is not limited to this configuration, for example, the rod may also be supported by one or more rows or a single row of bearings.

[0285] The above embodiment uses heat-treated rails in the guide mechanism 13 of the track section 10. However, the present invention is not limited to this configuration. For example, ordinary rails (JIS E 1101:2001) or light rails (JIS E 1103:1993) may also be used. Furthermore, it is not limited to flat-bottomed rails; other shapes of rails such as double-headed rails, bullhead rails, and bridge-shaped rails may also be used.

[0286] The drive unit 14 in the above embodiment uses a servo motor 141 (AC servo motor), but the present invention is not limited to this configuration. Instead of an AC servo motor, other types of motors that can be speed-controlled or position-controlled (e.g., DC servo motors, or so-called variable frequency motors formed by combining an inverter circuit with an AC motor or a brushless motor) may be used.

[0287] In the above-described embodiments, the torque imparting device 30, the load adjustment unit 45, and the slip angle adjustment unit 46 use AC servo motors 32, 451, and 461, respectively; however, the present invention is not limited to this configuration. Alternatively, other types of position-controllable motors (e.g., DC servo motors or stepper motors) may be used instead of AC servo motors.

Claims

1. A tire testing device, comprising: pavement; A carrier that rotatably holds a test wheel on which a test tire is mounted, and is capable of traveling along the road surface with the test tire in contact with the road surface; and A guiding mechanism that guides the carrier to move in the direction of travel. The guiding mechanism has: Rails that extend along the direction of travel of the vehicle; and A trolley, fixed to the carrier and capable of traveling on the rails, The trolley has the following features: Rollers, which are capable of rolling on the rails; and A bearing that rotatably supports the roller. The bearing is a rolling bearing having rolling elements that roll on a circular track. The trolley has a plurality of rollers. The plurality of rollers includes: A first roller capable of rolling on the head of the rail; and At least one of a second roller capable of rolling below the head of the rail and a third roller capable of rolling on the side of the head of the rail. The tire testing device includes multiple guiding mechanisms, among which at least a first guiding mechanism and a second guiding mechanism are provided. The first guide mechanism has a first rail, and the second guide mechanism has a second rail, which are arranged parallel to each other in the width direction. The first roller contacts the top of the rail. At least one of the second rollers and the third rollers of the first guide mechanism and the second guide mechanism is disposed between the first rail and the second rail, or the first rail and the second rail are disposed between at least one of the second rollers and the third rollers of the first guide mechanism and at least one of the second rollers and the third rollers of the second guide mechanism.

2. The tire testing apparatus as described in claim 1, wherein, The multiple rollers are divided into multiple groups. The multiple sets of rollers are arranged in the direction of travel of the vehicle. Each of the three rollers comprises: the first roller; and at least one of the second roller and the third roller.

3. The tire testing apparatus as described in claim 1, wherein, The trolley has the following features: The frame, which is mounted on the carrier; and Multiple rods, which are supported by the frame, The bearing has: The inner ring, which engages with the rod; The outer ring, which engages with the inner circumferential surface of the roller; and A plurality of the rolling elements are located between the outer circumferential surface of the inner ring and the inner circumferential surface of the outer ring.

4. The tire testing apparatus according to any one of claims 1 to 3, wherein, It also includes third-party guidance agencies. In the third guide mechanism, the rollers other than the first rollers are disposed on one side or the other side of the width direction of the third rail of the third guide mechanism.

5. The tire testing apparatus as described in claim 4, wherein, The third guiding mechanism is disposed between the first guiding mechanism and the second guiding mechanism.

6. The tire testing apparatus as described in claim 5, wherein, The second guide mechanism is disposed between the first guide mechanism and the third guide mechanism.

7. The tire testing apparatus as described in claim 4, wherein, The rails mentioned are railway rails.

8. The tire testing apparatus according to any one of claims 1 to 3, wherein, The rails mentioned are railway rails.

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