Tire traveling performance measurement device
The tire running performance measuring device addresses limitations in handling varying tire sizes and speeds by using a swing arm and power cylinder system for adjustable load support, enhancing measurement flexibility and accuracy.
Patent Information
- Application Number
- JP2023208859
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-12-11
- Publication Date
- 2025-06-23
AI Technical Summary
Existing tire running performance measuring devices have limitations in handling varying sizes and running speeds of tires.
A tire running performance measuring device that is configured separately from the vehicle and attached to it, featuring a swing arm and power cylinder system that allows for adjustable load on the tire, enabling support for a wider range of tire sizes and speeds.
The device can accommodate a broader range of tire sizes and running speeds, providing more flexibility and accuracy in tire performance measurements.
Smart Images
Figure 2025093237000001_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a tire running performance measuring device.
Background Art
[0002] Conventionally, as a tire running performance measuring device for measuring the running performance of a tire to be measured (hereinafter also referred to as "measured tire"), there is a rail type configured to slide a support for supporting the measured tire on a guide rail inside a housing (for example, Non-Patent Document 1).
Prior Art Documents
Non-Patent Documents
[0003]
Non-Patent Document 1
Summary of the Invention
Problems to be Solved by the Invention
[0004] However, there is a concern that the above tire running performance measuring device has limitations in the size and running speed of the measured tire that it can handle.
[0005] An object of the present invention is to provide a tire running performance measuring device capable of increasing the range of sizes and running speeds of measured tires that can be handled.
Means for Solving the Problems
[0006] 〔1〕A tire running performance measuring device for measuring the running performance of a measured tire, a vehicle, A tire running performance measuring device, which is configured separately from the vehicle and attached to the vehicle, and is configured to support the tire to be measured. Comprising The tire running performance measuring device, wherein the tire support for the object to be measured is configured to be able to adjust the load applied to the tire to be measured. Thereby, the range of sizes and running speeds of the tires to be measured that can be accommodated can be increased.
[0007] 〔2〕The tire support for the object to be measured A swing arm pivot shaft attached to the vehicle and extending in a substantially horizontal direction, A swing arm configured to be swingable around the central axis of the swing arm pivot shaft, A tire mounting portion for the object to be measured, which is fixed to the swing arm and is configured such that the tire to be measured is mounted thereon, A power cylinder extending in a substantially vertical direction, Having The tire running performance measuring device according to 〔1〕, wherein the rod portion of the power cylinder is fixed to the swing arm. Thereby, the load applied to the tire to be measured can be easily adjusted.
[0008] 〔3〕The tire support for the object to be measured A power cylinder fixing member configured to fix the cylinder portion of the power cylinder to the vehicle The tire running performance measuring device according to 〔2〕, further comprising. Thereby, the load applied to the tire to be measured can be stably adjusted.
[0009] 〔4〕The tire running performance measuring device according to any one of 〔1〕 to 〔3〕, further comprising a drive motor configured to rotationally drive the tire to be measured. Thereby, the tire to be measured can be rotationally driven at a desired speed during the running of the vehicle.
[0010] 〔5〕The tire running performance measuring device according to any one of 〔1〕 to 〔4〕, wherein the tire support for the measurement target is configured to be able to adjust the angle formed by the tire equatorial plane of the measurement target tire with respect to the front-rear direction of the vehicle. Thereby, the vehicle can be run with a desired slip angle applied to the measurement target tire, and the running performance of the measurement target tire can be measured.
[0011] 〔6〕The tire running performance measuring device according to any one of 〔1〕 to 〔5〕, wherein the tire support for the measurement target is configured to be able to be arranged within either one of a first region located more inward in the left-right direction than the vehicle-mounted tires on both sides in the left-right direction of the vehicle or a second region located more outward in the left-right direction than the vehicle-mounted tires on both sides in the left-right direction of the vehicle, and at a position that does not follow the trajectories of the vehicle-mounted tires on both sides in the left-right direction.
Advantages of the Invention
[0012] According to the present invention, it is possible to provide a tire running performance measuring device capable of increasing the range of sizes and running speeds of measurement target tires that can be accommodated.
Brief Description of the Drawings
[0013]
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Embodiments for Carrying Out the Invention
[0014] The tire running performance measuring device according to the present invention can be used to measure the running performance of any type of tire, and can be suitably used, for example, to measure the running performance of tires for lunar exploration vehicles.
[0015] Hereinafter, embodiments of the tire according to the present invention will be illustrated and described with reference to the drawings. The same reference numerals are given to the members and parts common in each figure.
[0016] FIGS. 1 to 8 are drawings for explaining a tire running performance measuring device 1 according to an embodiment of the present invention. The tire running performance measuring device 1 is configured to measure the running performance of a tire ET to be measured (hereinafter, also referred to as "measured tire ET"). The measured tire ET may be any type of tire, and may be, for example, a tire for a lunar exploration vehicle. As shown in FIGS. 1 to 5, the tire running performance measuring device 1 includes a vehicle V and a measured tire support S.
[0017] The vehicle V may be any type of vehicle, and a four-wheel vehicle is preferable. The vehicle V includes a vehicle body VB and a plurality (four in this embodiment) of tires VT (hereinafter, also referred to as "vehicle-mounted tires VT") mounted on the vehicle body VB. The vehicle V may have a configuration of any conventional general vehicle. The vehicle V is preferably a lightweight vehicle (such as a buggy) suitable for soft ground, as it enables stable driving and measurement even on rough roads such as soft ground.
[0018] The vehicle V is preferably configured to be able to automatically control its vehicle speed so as to maintain a desired vehicle speed during driving. From the perspective of stable measurement at various locations and speeds, it is preferable to use a laser Doppler vehicle speed sensor as the vehicle speed sensor. However, the vehicle V does not necessarily have to be configured to be able to automatically control its vehicle speed.
[0019] The measurement target tire support S is configured separately from the vehicle V (and thus is outside the vehicle V). The measurement target tire support S is attached to the vehicle body VB of the vehicle V. The measurement target tire support S is configured to support the measurement target tire ET so that the measurement target tire ET is maintained at a predetermined height and posture. During measurement (and thus during the driving of the vehicle V), the measurement target tire ET is supported by the measurement target tire support S such that its tread surface is in contact with the road surface or the like.
[0020] While the vehicle V is being driven on a road surface or the like (such as soft ground) in accordance with the driving of the driver and / or automatic driving, etc., the tire performance measurement device 1 causes the measurement target tire ET connected to the vehicle V via the measurement target tire support S to roll on the road surface or the like, and various driving performances (such as slip ratio) of the measurement target tire ET during that time are measured by various measurement devices (not shown. Sensors, etc.). The measurement device for measuring the driving performance of the measurement target tire ET is preferably not mounted on the vehicle V, and may be mounted on the measurement target tire support S, for example.
[0021] In this specification, for convenience of explanation, a support depth direction AD and a support width direction BD fixed to the tire support S to be measured are defined. The support depth direction AD and the support width direction BD are each parallel to the horizontal direction and perpendicular to each other. In this specification, one side in the support depth direction AD is referred to as "the first side AD1 in the support depth direction", and the other side in the support depth direction AD is referred to as "the second side AD2 in the support depth direction". Also, one side in the support width direction BD is referred to as "the first side BD1 in the support width direction", and the other side in the support width direction BD is referred to as "the second side BD2 in the support width direction". The second side AD2 in the support depth direction is the side of the tire support S to be measured when viewed from the vehicle V. These respective directions are shown together with arrows in each figure. Note that the configuration of the tire support S to be measured described in this specification may reverse the first side BD1 and the second side BD2 in the support width direction. That is, the first side BD1 in the support width direction is the left side when viewing the first side AD1 in the support depth direction as the front side in the present embodiment, but may be the right side when viewing the first side AD1 in the support depth direction as the front side. Also, in this specification, unless otherwise specified, the right, left, front, and rear in the vehicle V (when viewed from the vehicle V) are simply referred to as "right", "left", "front", and "rear", respectively.
[0022] In the present embodiment, the tire support S to be measured is located on the rear side with respect to the vehicle V. Therefore, in the present embodiment, the support depth direction AD is the front-rear direction, the first side AD1 in the support depth direction is the front side, the second side AD2 in the support depth direction is the rear side, and the support width direction BD is the left-right direction. Note that in the present embodiment, the first side BD1 in the support width direction is the left side, and the second side BD2 in the support width direction is the right side. However, the tire support S to be measured may be located on any side (for example, the left side, the right side, or the front side) with respect to the vehicle V. For example, when the tire support S to be measured is located on the right side with respect to the vehicle V, the support depth direction AD becomes the left-right direction, the second side AD2 in the support depth direction becomes the right side, and the support width direction BD becomes the front-rear direction. The tire to be measured support S is preferably located on the rear side with respect to the vehicle V as in the present embodiment.
[0023] The tire to be measured support S is attached to a portion of the vehicle body VB of the vehicle V on the second side AD2 (the rear side in the present embodiment) in the support depth direction.
[0024] As described above, the tire running performance measuring device 1 of the present embodiment includes the vehicle V and the tire to be measured support S that is configured separately from the vehicle V and attached to the vehicle V and is configured to support the tire to be measured ET. Thus, unlike the conventional rail type, it is possible to use a larger tire to be measured ET and to perform measurement at a higher speed. As a result, the range of sizes and running speeds of the tire to be measured ET that can be handled can be increased. Also, while the installation location of the conventional rail type is basically limited to indoors, the tire running performance measuring device 1 of the present embodiment is configured to be movable by the vehicle V, so there are no restrictions on the use location and storage location, and it can be used anywhere, regardless of whether it is indoors or outdoors. Therefore, it can be used on a wide site such as various grounds and vacant lots. As another method for measuring the running performance of the tire ET to be measured, it is also conceivable to mount the tire ET to be measured on the vehicle body VB. In that case, it is only necessary to unify the type of the vehicle body VB and the types and sizes of the respective tires VT mounted thereon. However, in reality, when the type of the vehicle body VB is different from the vehicle type suitable for the tire ET to be measured (for example, when the tire ET to be measured is for a lunar exploration vehicle while the vehicle body VB is for a passenger car), or when the types and sizes of the remaining tires VT mounted on the vehicle body VB are different from the type and size of the tire ET to be measured (for example, when the tire ET to be measured is for a lunar exploration vehicle while the remaining tires VT mounted on the vehicle body VB are for a passenger car), etc., such discrepancies often occur. In such cases, there is a risk that the measurement under the targeted conditions cannot be performed. In this regard, in the tire running performance measuring device 1 of the present embodiment, since the tire ET to be measured is independent of the vehicle V, it is possible to use a tire of a type and size that is significantly different from the type of the vehicle body VB and the types and sizes of the respective tires VT in the vehicle V as the tire ET to be measured.
[0025] The tire support S for the tire to be measured is configured to be able to adjust the load applied to the tire ET to be measured. More specifically, the tire support S for the tire to be measured is configured to be able to adjust the load applied to the tire ET to be measured by adjusting the height of the rotation axis of the tire ET to be measured. By raising the height of the rotation axis of the tire ET to be measured while grounding the tread surface of the tire ET to be measured on a road surface or the like, the load applied to the tire ET to be measured can be reduced, and for example, it becomes possible to reproduce the load state in an environment where the gravity is smaller than that on the earth (for example, the lunar surface). On the other hand, by lowering the height of the rotation axis of the tire ET to be measured while grounding the tread surface of the tire ET to be measured on the road surface, the load applied to the tire ET to be measured can be increased. As described above, the tire running performance measuring device 1 of the present embodiment is configured such that the measurement target tire support S, which is configured separately from the vehicle V (i.e., outside the vehicle V), can adjust the load applied to the measurement target tire ET. Therefore, the weight of the vehicle V is not applied to the measurement target tire ET. Accordingly, since the load applied to the measurement target tire ET can be adjusted independently of the vehicle V, unlike the case where the measurement target tire ET is mounted on the vehicle body VB as described above, there is no need to adjust the weight of the vehicle V when adjusting the load applied to the measurement target tire ET. Thus, it becomes easy to adjust the load applied to the measurement target tire ET.
[0026] As shown in FIGS. 1 to 8, in the present embodiment, the measurement target tire support S includes a swing arm pivot shaft SP, a swing arm SA, a measurement target tire mounting portion ST, a power cylinder SS, and one or a plurality (in the present embodiment, a plurality) of power cylinder fixing members SF.
[0027] The swing arm pivot shaft SP is attached to the vehicle body VB of the vehicle V by fastening or the like. In the present embodiment, the swing arm pivot shaft SP is attached to a portion of the vehicle body VB on the second side AD2 in the support depth direction. The swing arm pivot shaft SP extends in a substantially horizontal direction, specifically, in a substantially support width direction BD (FIGS. 5 to 6).
[0028] The swing arm SA is composed of a rigid body such as metal or resin. The swing arm SA is configured to be swingable around the central axis SPC of the swing arm pivot shaft SP (FIGS. 1 to 3, FIGS. 5 to 6, FIG. 8). More specifically, the swing arm SA has a pivot portion SAP at the end of the swing arm SA on the first side AD1 in the support depth direction. The pivot portion SAP forms a pivot mechanism with the swing arm pivot shaft SP and is configured to be swingable around the central axis SPC of the swing arm pivot shaft SP. In this embodiment, the pivot portion SAP of the swing arm SA extends substantially in the support width direction BD (Figs. 5 to 6). Further, the pivot portion SAP has a bifurcated shape by having a pair of opposing portions SAPF that face each other in the vertical direction (Figs. 2 to 3, Fig. 8). The pair of opposing portions SAPF are located on the upper and lower sides with respect to the swing arm pivot shaft SP. In this embodiment, the pivot portion SAP has one or more (in this embodiment, a plurality) of fastening holes SAPh. More specifically, each of the pair of opposing portions SAPF has one or more (in this embodiment, a plurality) of fastening holes SAPh. The pivot portion SAP is connected to the swing arm pivot shaft SP by one or more (in this embodiment, a plurality) of fastening members fa (such as bolts or pins) through these fastening holes SAPh. The swing arm pivot shaft SP is attached to the vehicle body VB so as to be swingable around its central axis SPC. Thereby, the pivot portion SAP of the swing arm SA is configured to be swingable around the central axis SPC of the swing arm pivot shaft SP. However, the pivot mechanism composed of the pivot portion SAP of the swing arm pivot shaft SP and the swing arm SA is not limited to that of this embodiment and may be arbitrary. For example, the pivot portion SAP of the swing arm SA may be configured to be swingable around the swing arm pivot shaft SP (that is, with respect to the swing arm pivot shaft SP), whereby the pivot portion SAP of the swing arm SA may be configured to be swingable around the central axis SPC of the swing arm pivot shaft SP. In this case, the swing arm pivot shaft SP may be fixed to the vehicle body VB so as not to be swingable. Also, the shape and configuration of the pivot portion SAP may be different from those of this embodiment.
[0029] In addition to the pivot portion SAP, the swing arm SA further has a holding portion SAS and an extension portion SAE.
[0030] In the present embodiment, the holding portion SAS of the swing arm SA is located at the end portion of the support depth direction second side AD2 of the swing arm SA. The holding portion SAS is configured to hold the measurement target tire mounting portion ST (specifically, the knuckle integrated portion STN) (FIGS. 4, 5, 7). Further, the holding portion SAS has a pair of opposing portions SASF that face each other in the vertical direction, forming a bifurcated shape (FIGS. 1, 4, 8). The pair of opposing portions SASF are located on both the upper and lower sides of the measurement target tire mounting portion ST (specifically, the knuckle integrated portion STN). In the present embodiment, the holding portion SAS has one or a plurality (in this embodiment, a plurality) of fastening holes SASh. More specifically, each of the pair of opposing portions SASF has one or a plurality (in this embodiment, a plurality) of fastening holes SAPh. The holding portion SAS is connected to the measurement target tire mounting portion ST (specifically, the knuckle integrated portion STN) by one or a plurality (in this embodiment, a plurality) of fastening members fb (such as bolts or pins) through these fastening holes SASh. The shape and configuration of the holding portion SAS may be different from those of the present embodiment.
[0031] The extension portion SAE of the swing arm SA extends between the pivot portion SAP and the holding portion SAS in the substantially support depth direction AD. In the present embodiment, the end portion of the extension portion SAE on the support depth direction first side AD1 is connected to the end portion of the pivot portion SAP on the support width direction second side BD2, and the end portion of the extension portion SAE on the support depth direction second side AD2 is connected to the end portion of the holding portion SAS on the support width direction second side BD2. Thereby, when viewed from above, the swing arm SA is generally in a substantially U-shape (FIG. 5). However, the shape of the swing arm SA may be different from that of the present embodiment.
[0032] When the swing arm SA swings around the central axis SPC of the swing arm pivot shaft SP, the holding portion SAS of the swing arm SA (and thus, the measurement target tire mounting portion ST held by the holding portion SAS, and the measurement target tire ET mounted on the measurement target tire mounting portion ST) moves substantially in the vertical direction along an arc centered on the central axis SPC of the swing arm pivot shaft SP.
[0033] The measurement target tire mounting portion ST is fixed to the swing arm SA and is configured such that the measurement target tire ET can be mounted thereon (FIGS. 4 to 5). In the present embodiment, the measurement target tire mounting portion ST includes a wheel STW configured to mount the measurement target tire ET, a hub STH, a drive shaft STD, and a knuckle integral portion STN (FIG. 4). The wheel STW is fixed to a hub STH connected to the drive shaft STD. The knuckle integral portion STN includes at least a knuckle. The knuckle integral portion STN is located on the outer peripheral side of the drive shaft STD and rotatably supports the drive shaft STD. The knuckle integral portion STN may be composed of only the knuckle, or may include, in addition to the knuckle, other members fixed to (and thus integral with) the knuckle. The knuckle integral portion STN is fixed to the holding portion SAS of the swing arm SA by fastening or the like. In the present embodiment, the wheel STW and the measurement target tire ET mounted thereon are located on the first side BD1 in the width direction of the support tool with respect to the holding portion SAS of the swing arm SA. The rotation axis of the wheel STW and the measurement target tire ET is maintained substantially in the left-right direction.
[0034] Since the swing arm SA has an extension portion SAE extending substantially in the depth direction AD of the support tool, the holding portion SAS and thus the measurement target tire ET can be separated farther from the vehicle V toward the second side AD2 in the depth direction of the support tool. Thereby, it is possible to cope with measurement target tires ET of larger sizes.
[0035] The power cylinder (electric power cylinder) SS extends substantially in the vertical direction (Figs. 1 to 5). The power cylinder SS has a cylinder portion SSS and a rod portion SSR. The rod portion SSR has a smaller diameter than the cylinder portion SSS and is located on the inner peripheral side of the cylinder portion SSS. The rod portion SSR is configured to be displaceable along the extending direction (substantially vertical direction) of the power cylinder SS with respect to the cylinder portion SSS. A part of the rod portion SSR extends downward from the lower end of the cylinder portion SSS. The power cylinder SS is configured to control the displacement amount of the rod portion SSR with respect to the cylinder portion SSS in response to an external input. As will be described later, by adjusting the input to the power cylinder SS and thus the displacement amount of the rod portion SSR with respect to the cylinder portion SSS, the load applied to the tire ET to be measured can be adjusted. The rod portion SSR of the power cylinder SS is fixed to the swing arm SA. More specifically, in the present embodiment, the lower end portion of the rod portion SSR of the power cylinder SS is fixed to the portion on the second side AD2 in the support depth direction of the swing arm SA (more specifically, the end portion on the second side AD2 in the support depth direction of the extension portion SAE) by fastening or the like. However, the rod portion SSR of the power cylinder SS may be fixed at any position on the swing arm SA.
[0036] As described above, in the present embodiment, the swing arm SA is configured to be swingable around the central axis SPC of the swing arm pivot shaft SP, and the measurement target tire mounting portion ST configured to mount the measurement target tire ET is fixed to the swing arm SA, and the rod portion SSR of the power cylinder SS extending substantially in the vertical direction is fixed to the swing arm SA. According to such a configuration, when the power cylinder SS displaces the rod portion SSR upward or downward with respect to the cylinder portion SSS by an amount of displacement corresponding to the input in response to an input from the outside, the swing arm SA fixed to the rod portion SSR swings upward or downward around the central axis SPC of the swing arm pivot shaft SP. Along with this, the measurement target tire mounting portion ST held by the holding portion SAS of the swing arm SA and the measurement target tire ET mounted on the measurement target tire mounting portion ST move upward or downward along an arc centered on the central axis SPC of the swing arm pivot shaft SP. Thereby, the load applied to the measurement target tire ET decreases or increases. In this way, the load applied to the measurement target tire ET can be adjusted. When adjusting the load applied to the measurement target tire ET, it is only necessary to give an input to the power cylinder SS, so that the load applied to the measurement target tire ET can be adjusted easily and immediately.
[0037] The input to the power cylinder SS may be performed by a person's operation or the like before the measurement, and / or during the running of the vehicle V (and thus during the measurement), by an active control by a control device (not shown) so that the load applied to the measurement target tire ET becomes constant regardless of the unevenness of the road surface or the like. Examples of the control device include those configured to include a CPU, an MPU, etc. configured to perform predetermined processing according to a program.
[0038] One or a plurality (in this embodiment, a plurality) of power cylinder fixing members SF are configured to fix the cylinder part SSS of the power cylinder SS to the vehicle body VB of the vehicle V. The power cylinder fixing member SF is composed of a rigid body such as resin or metal. By the power cylinder fixing member SF, the position of the cylinder part SSS of the power cylinder SS can be fixed with respect to the vehicle body VB of the vehicle V, and thus, the load applied to the measurement target tire ET can be stably adjusted. In this embodiment, the power cylinder fixing member SF extends linearly and is configured in a pipe shape or a rod shape. The power cylinder fixing member SF extends from the vehicle V side toward the second side AD2 in the depth direction of the support. One end of the power cylinder fixing member SF on the first side AD1 in the depth direction of the support is fixed to the vehicle body VB by fastening or the like, and the end on the second side AD2 in the depth direction of the support is fixed to the cylinder part SSS of the power cylinder SS by fastening or the like. Since the power cylinder fixing member SF extends from the vehicle V side toward the second side AD2 in the depth direction of the support, the power cylinder SS can be arranged at a position away from the vehicle V toward the second side AD2 in the depth direction of the support. Therefore, the adjustment of the load applied to the measurement target tire ET can be performed only by the power cylinder SS, separated from the vehicle V. Thus, the adjustment of the load applied to the measurement target tire ET becomes easy. However, the power cylinder fixing member SF may have a shape and configuration different from those of this embodiment.
[0039] The tire running performance measuring device 1 may include a drive motor M (FIG. 4) configured to rotationally drive the measurement target tire ET. Thereby, during the running of the vehicle, the measurement target tire ET can be rotationally driven at a desired speed, and the slip ratio or the like of the measurement target tire ET during that time can be measured. The tire running performance measuring device 1 may include a speed reducer in addition to the drive motor M. As shown in FIG. 4, it is preferable that the drive motor M is an in-wheel motor disposed on the inner peripheral side of the wheel STW on which the tire ET to be measured is mounted. In this case, the drive motor M can be provided coaxially with the tire ET to be measured. Alternatively, the drive motor M may be provided on the vehicle body VB of the vehicle V. In that case, the rotational driving force from the drive motor M may be transmitted to the wheel STW on which the tire ET to be measured is mounted via a rotational driving force transmission means such as a chain. When the drive motor M is an in-wheel motor disposed on the inner peripheral side of the wheel STW for the tire ET to be measured as described above, compared with the case where the drive motor M is provided on the vehicle body VB and connected by a rotational driving force transmission means such as a chain, it is possible to suppress sand and dust from entering the drive motor M, and it is also possible to avoid losses due to the rotational driving force transmission means. However, the tire running performance measuring device 1 may not include a drive motor M configured to rotationally drive the tire ET to be measured.
[0040] It is preferable to use rotational speed control for the control of the drive motor M. Also, it is preferable to use feedback control with a predetermined slip ratio as the target for the control of the drive motor M.
[0041] The tire running performance measuring device 1 may further include a clutch, and by means of the clutch, it may be configured to be able to switch between a rotation axis free mode in which the tire ET to be measured runs without being controlled and driven by the drive motor M or the like, and a controlled drive mode in which the tire ET to be measured runs while being controlled and driven by the drive motor M or the like.
[0042] In the present embodiment, the tire support S for the measurement target is configured to be able to adjust the angle formed by the tire equatorial plane of the tire ET for measurement with respect to the front-rear direction of the vehicle V (and thus the slip angle of the tire ET for measurement). More specifically, as illustrated in FIG. 7, the holding portion SAS of the swing arm SA (more specifically, each of the pair of opposing portions SASF) has a plurality of fastening holes SASh. For example, by changing the combination of the fastening holes SASh through which a plurality of fastening members fb are passed, or by changing the position of the fastening member fb within one or more fastening holes SASh formed as elongated holes, the angle formed by the tire equatorial plane of the tire ET for measurement with respect to the front-rear direction of the vehicle V (and thus the slip angle of the tire ET for measurement) can be changed, and the knuckle integral portion STN of the tire mounting portion ST for the measurement target can be fixed to the holding portion SAS of the swing arm SA. Thereby, the vehicle can be run with a desired slip angle provided to the tire ET for measurement, and the running performance of the tire ET for measurement can be measured. However, the tire support S for the measurement target may not be configured to be able to adjust the above-described angle.
[0043] In each example described in this specification, as schematically shown in FIG. 9, the tire support S for the measurement target may be configured to be able to arrange the tire ET for measurement at a position that does not follow the trajectories of the vehicle-mounted tires VT on both left and right sides in the vehicle V. Thereby, during measurement, it is possible to prevent the tire ET for measurement from running on a rut. More specifically, for example, the tire support S for the measurement target may be configured to be able to arrange the entire tire ET for measurement within either the first region X1 (FIG. 9(a)) located inward in the left-right direction than the vehicle-mounted tires VT on both left and right sides in the vehicle V (in each example of FIGS. 9(a) and 9(b), there are two vehicle-mounted tires VT on each of the left and right sides), or the second region X2 (FIG. 9(b)) located outward in the left-right direction than the vehicle-mounted tires VT on both left and right sides in the vehicle V. Further, the tire under test support S may be configured to be disposed within either one of a first region X1 (FIG. 9(a)) located inward in the left-right direction of the vehicle V than the vehicle-mounted tires VT on both left and right sides of the vehicle V in the vehicle V, or a second region X2 (FIG. 9(b)) located outward in the left-right direction of the vehicle V than the vehicle-mounted tires VT on both left and right sides of the vehicle V in the vehicle V, and at a position that does not follow the trajectories of the vehicle-mounted tires on both left and right sides of the vehicle V. Note that the inner side in the left-right direction of the vehicle V refers to the side closer to the center in the left-right direction of the vehicle V in the left-right direction of the vehicle V, and the outer side in the left-right direction of the vehicle V refers to the side farther from the center in the left-right direction of the vehicle V in the left-right direction of the vehicle V.
[0044] In each example described in this specification, the tire under test support S may be configured to be able to adjust the camber angle (CA) of the tire under test ET. Thereby, it is possible to measure in a state where the camber angle of the tire under test ET is adjusted to an arbitrary angle.
[0045] In each example described in this specification, the tire under test support S may be disposed on the left side, right side, or front side with respect to the vehicle V.
Industrial Applicability
[0046] The tire running performance measuring device according to the present invention can be used to measure the running performance of any type of tire, and can be suitably used, for example, to measure the running performance of tires for lunar exploration vehicles.
Explanation of Reference Numerals
[0047] 1: Tire running performance measuring device, V: Vehicle, VB: Vehicle body, VT: Vehicle-mounted tire (tire), S: Tire under test support, SP: Swing arm pivot shaft, SPC: Central axis, SA: Swing arm, SAP: Pivot part, SAPF: Opposing part, SAPh: Fastening hole, SAS: Holding part, SASF: Opposing part, SASh: Fastening hole, SAE: Extension part, ST: Measuring target tire mounting part, STW: Wheel, STH: Hub, STD: Drive shaft, STN: Knuckle integral part, SS: Power cylinder, SSS: Cylinder part, SSR: Rod part, SF: Power cylinder fixing member, M: Driving motor, ET: Measuring target tire (tire), fa, fb: Fastening members, AD: Support tool depth direction, AD1: First side of support tool depth direction, AD2: Second side of support tool depth direction, BD: Support tool width direction, BD1: First side of support tool width direction, BD2: Second side of support tool width direction, X1: First region, X2: Second region
Claims
1. A tire running performance measuring device for measuring the running performance of a tire to be measured, comprising: a vehicle, a tire support for the tire to be measured, which is configured separately from the vehicle and attached to the vehicle and is configured to support the tire to be measured, and the tire support for the tire to be measured is configured to be able to adjust the load applied to the tire to be measured.
2. The tire support for the tire to be measured includes a swing arm pivot shaft attached to the vehicle and extending in a substantially horizontal direction, a swing arm configured to be swingable around the central axis of the swing arm pivot shaft, a tire mounting portion for the tire to be measured, which is fixed to the swing arm and is configured such that the tire to be measured is mounted thereon, a power cylinder extending in a substantially vertical direction, and the power cylinder has a rod portion thereof fixed to the swing arm. The tire running performance measuring device according to claim 1.
3. The tire support for the tire to be measured further includes a power cylinder fixing member configured to fix the cylinder portion of the power cylinder to the vehicle. The tire running performance measuring device according to claim 2.
4. The tire running performance measuring device according to claim 1, further comprising a drive motor configured to rotationally drive the tire to be measured.
5. The tire running performance measuring device according to claim 1, wherein the tire support for the tire to be measured is configured to be able to adjust the angle formed by the tire equatorial plane of the tire to be measured with respect to the front-rear direction of the vehicle.
6. The tire running performance measuring device according to claim 1, wherein the tire support to be measured is configured to be arranged in either one of a first region located more inward in the left-right direction than the vehicle-mounted tires on both sides in the left-right direction of the vehicle, or a second region located more outward in the left-right direction than the vehicle-mounted tires on both sides in the left-right direction of the vehicle, and at a position that does not follow the trajectories of the vehicle-mounted tires on both sides in the left-right direction.