Test tire and test method for functional components using the same

Abstract

This invention provides a test tire and a method for testing functional components using the same, which enable the application of optimal input to a desired area, and consequently, shorten the test time. [Solution] The test tire 100 of the present invention comprises a tire 10, a functional component 20 installed on the tire 10 and having a sensor function for detecting tire information, and at least one cleat 40 arranged on the outer circumferential surface of the tire 10. The functional component 20 is tested while installed on the test tire 100.

Description

Technical Field

[0001] The present invention relates to a test tire having a functional component with a sensor function for detecting tire information and a method for testing the functional component using the same. More specifically, the present invention relates to a test tire capable of providing an optimal input to a desired site, and thus capable of shortening the test time, and a method for testing a functional component using the same.

Background Art

[0002] In order to acquire tire information, functional components (for example, a sensor unit including a sensor) are installed on the inner surface of a tire (for example, see Patent Documents 1 to 3). In such functional components, as tire information, not only temperature and internal pressure but also changes in physical quantities caused by deformation of the tread portion generated during tire running are detected.

[0003] When verifying characteristics such as durability, detachment, and detection accuracy of functional components, a drum tester in which cleats are installed on the outer circumference of a drum (for example, see Patent Document 4) is used, and a test is performed in which an external force is applied to the tire while rotating the tire. However, in this test method, due to the relationship between the outer diameter of the tire and the outer diameter of the drum, an external force may not be applied directly under the functional component. Further, even if the outer diameter of the drum is made the same as the outer diameter of the tire, the outer diameter of the tire changes due to air pressure, load, etc., and the relative position between the functional component and the cleat changes, so that the input from the cleat may be in an unintended state. That is, at present, it is impossible to give an optimal input to a desired site of the tire on which the functional component is installed. Further, if an optimal input cannot be given to a desired site, there is also a problem that the time until the integrated value of the input to be given reaches the target becomes long, and the test time becomes long.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

[0005] The object of the present invention is to provide a test tire and a method for testing functional components using the same, which makes it possible to apply the optimal input to a desired part and, consequently, shorten the test time. [Means for solving the problem]

[0006] The test tire of the present invention for achieving the above objective is characterized by comprising a tire, a functional component installed on the tire having a sensor function for detecting tire information, and at least one cleat disposed on the outer circumferential surface of the tire.

[0007] Furthermore, the method for testing functional components of the present invention to achieve the above objective is characterized by using the above-mentioned test tire and performing the test of the functional component while it is mounted on the test tire. [Effects of the Invention]

[0008] In this invention, a test tire is used that includes a tire, a functional component installed on the tire, and at least one cleat positioned on the outer surface of the tire. By testing the functional component while it is installed on the test tire, it becomes possible to apply optimal input to a desired part of the tire based on the cleat's position, thereby shortening the test time. As a result, it becomes possible to accurately and quickly test the durability, detachment resistance, detection accuracy, and other characteristics of the functional component.

[0009] In the present invention, it is preferable that at least a portion of the cleat is positioned within a range of ±30° around the tire's central axis from a reference plane that passes through the tire's central axis and the center position of the functional component. By positioning at least a portion of the cleat in the vicinity of the functional component in this way, an appropriate input can be applied to the functional component.

[0010] In the present invention, it is preferable that the area where the functional components are arranged on the inner surface of the tire and the area where the cleats are arranged on the outer surface of the tire overlap with each other. By positioning the cleats directly below the functional components in this way, an appropriate input can be applied to the functional components.

[0011] In the present invention, it is preferable that the maximum length Lc of the cleat in the circumferential direction of the tire and the height Hc of the cleat in the radial direction of the tire satisfy the relationship 0.5 ≤ Lc / Hc. By setting the ratio Lc / Hc of the maximum length Lc to the height Hc of the cleat to the above range, it is possible to more reliably avoid cleat collapse and tire damage.

[0012] In the present invention, it is preferable that the maximum length Lc of the cleat in the tire circumferential direction satisfies the relationship 2.5 mm ≤ Lc ≤ Lt × 1 / 2 with respect to the outer circumference Lt of the tire. By setting the maximum length Lc of the cleat within the above range, it is possible to ensure sufficient input based on the cleat while more reliably avoiding damage to the tire.

[0013] In the present invention, it is preferable that the height Hc of the cleat in the radial direction of the tire satisfies the relationship 5 mm ≤ Hc ≤ Rt × 1 / 3 with respect to the tire radius Rt. By setting the cleat height Hc within the above range, it is possible to ensure sufficient input based on the cleat while more reliably avoiding damage to the tire.

[0014] In the present invention, it is preferable that the Young's modulus Yc of the concrete conforming to JIS-Z2241 is in the range of 100 GPa to 400 GPa. By setting the Young's modulus Yc of the concrete sufficiently high, damage to the concrete can be prevented.

[0015] In the present invention, it is preferable that the functional component has a sensor function using a piezoelectric element as a sensor element. When using a functional component having a sensor function using such a piezoelectric element, a remarkable effect can be obtained.

[0016] In the present invention, when testing the functional component in the state of being installed on the above-described test tire, it is preferable to perform the test of the functional component while rotating the test tire on a road surface or a simulated road surface. Thereby, an impact force based on the concrete is generated as the test tire rotates, and an appropriate input can be given to the functional component.

[0017] The tire constituting the test tire of the present invention is preferably a pneumatic tire, but may be a non-pneumatic tire. In the case of a pneumatic tire, it can be filled with an inert gas such as air or nitrogen or other gas inside.

Brief Description of the Drawings

[0018] [Figure 1] It is a meridian cross-sectional view showing a test tire according to an embodiment of the present invention. [Figure 2] It is a plan view showing an installation portion of a functional component in the test tire of FIG. 1. [Figure 3] It is a cross-sectional view taken along the arrow III-III of the figure. [Figure 4] It is a perspective view showing a functional component and its container. [Figure 5] It is a side view showing a test tire according to an embodiment of the present invention. [Figure 6] (a) to (e) are side views showing a test method of a functional component using a test tire, respectively. [Figure 7](a) to (f) are side views showing modified examples of the test tire. [Figure 8] (a) to (f) are meridian cross-sectional views showing modified examples of the test tire. [Figure 9] (a) to (c) are side views showing modified examples of the test tire. [Figure 10] (a) to (e) are side views showing modified examples of the test tire. [Figure 11] (a) to (f) are side views showing modified examples of the test tire. [Figure 12] It is a side view showing the dimensions of the test tire.

Mode for Carrying Out the Invention

[0019] Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. FIGS. 1 to 5 show a test tire according to an embodiment of the present invention.

[0020] As shown in FIG. 1, the test tire 100 of the present embodiment is based on a pneumatic tire 10 (hereinafter also referred to as "tire 10"). The pneumatic tire 10 includes a tread portion 1 extending in the tire circumferential direction and forming an annular shape, a pair of sidewall portions 2, 2 disposed on both sides of the tread portion 1, and a pair of bead portions 3, 3 disposed inside the sidewall portions 2 in the tire radial direction.

[0021] A carcass layer 4 is mounted between the pair of bead portions 3, 3. The carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded from the inside to the outside of the tire around a bead core 5 disposed in each bead portion 3. A bead filler 6 made of a rubber composition having a triangular cross section is disposed on the outer periphery of the bead core 5.

[0022] On the other hand, multiple belt layers 7 are embedded on the outer circumference of the carcass layer 4 in the tread portion 1. These belt layers 7 include multiple reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged to intersect each other between layers. In the belt layers 7, the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set to, for example, a range of 10° to 40°. Steel cords are preferably used as the reinforcing cords of the belt layers 7. On the outer circumference of the belt layers 7, at least one belt cover layer 8 is arranged, in which the reinforcing cords are arranged at an angle of, for example, 5° or less with respect to the tire circumferential direction, for the purpose of improving high-speed durability. Organic fiber cords such as nylon or aramid are preferably used as the reinforcing cords of the belt cover layer 8.

[0023] The tire internal structure described above is a typical example of a pneumatic tire 10, but is not limited to this example.

[0024] Multiple circumferential grooves 11 extending in the tire circumferential direction are formed on the outer circumferential surface of the tread portion 1. These circumferential grooves 11 divide the tread portion 1 into multiple rows of land portions 12. Each of the land portions 12 may have groove components such as lug grooves or sipes extending in the tire width direction, as needed.

[0025] In the above-described pneumatic tire 10, as shown in Figure 1, a cylindrical functional component 20 having a sensor function for detecting tire information is installed on the inner circumferential surface of the tread portion 1. Although one functional component 20 is installed on the inner circumferential surface of the tread portion 1, multiple functional components 20 may be installed.

[0026] As shown in Figures 2 to 4, the functional component 20 is housed inside the housing 30. The housing 30 has a flat bottom portion 31 fixed to the inner circumferential surface of the tread portion 1, a cylindrical side wall portion 32 protruding from the bottom portion 31, a housing portion 33 formed by the bottom portion 31 and the side wall portion 32, and an opening 34 communicating with the housing portion 33. The housing 30 is preferably a molded body made of vulcanized rubber. The housing 30 configured in this way is fixed to the inner circumferential surface of the tread portion 1, for example, with an adhesive, and the functional component 20 is housed in the housing 30. It is preferable that the functional component 20 is installed on the inner circumferential surface of the tread portion 1 via the housing 30, but it may also be directly attached to the inner circumferential surface of the tread portion 1 without going through the housing 30.

[0027] The functional component 20 has a structure in which various electronic components are housed inside a casing. The electronic components can include various sensors for acquiring tire information, a transmitter, a receiver, a control circuit, and a battery. Examples of tire information acquired by the sensors include the internal temperature and pressure of a pneumatic tire, and the amount of wear on the tread. For example, a temperature sensor and a pressure sensor are used to measure the internal temperature and pressure. When detecting the amount of wear on the tread, for example, a sensor element 22 made of a piezoelectric element is placed on the contact surface 21 on the tread 1 side of the functional component 20. This sensor element 22 detects an output voltage corresponding to the tire deformation during driving, and the amount of wear on the tread 1 is detected based on that output voltage. The placement of such a sensor element 22 may be inside or outside the casing of the functional component 20. In addition, acceleration sensors and magnetic sensors can also be used.

[0028] In the above-described pneumatic tire 10, as shown in Figure 1, at least one cleat 40 is installed on the outer circumferential surface of the tread portion 1. The cleat 40 is a projection that forms a step along the circumferential direction of the tire on the outer circumferential surface of the tire (see Figure 5). Such a cleat 40 may be integrally molded with the tread portion 1, bonded to the tread portion 1, or fixed to the outer circumferential surface of the tread portion 1 by other means.

[0029] When testing the functional component 20, a test tire 100 is used, which includes a tire 10, the functional component 20 installed on the tire 10, and at least one cleat 40 positioned on the outer surface of the tire 10. By testing the functional component 20 while it is installed on the test tire 100, it becomes possible to apply the optimal input to the desired part of the tire 10 based on the placement of the cleat 40, and consequently, the test time can be shortened. In other words, since the cleat 40 is installed on the tire 10, the relative position of the functional component 20 and the cleat 40 is always constant, and the desired impact force can be applied to the functional component 20. As a result, when verifying the durability, detachment resistance, detection accuracy, and other characteristics of the functional component 20, it becomes possible to perform the test accurately and quickly.

[0030] Figures 6(a) to 6(f) each illustrate a test method for functional components using a test tire 100. Figure 6(a) depicts a drum test in which the test tire 100, which has a tire 10, a functional component 20, and a cleat 40, is rotated on a drum 51. In this case, the impact force when the cleat 40 contacts the drum 51 is input to the functional component 20, and this input remains constant. Figure 6(b) depicts an inside drum test in which the test tire 100, which has a tire 10, a functional component 20, and a cleat 40, is rotated on an inside drum 52. In this case, the impact force when the cleat 40 contacts the inside drum 52 is input to the functional component 20, and this input remains constant. Figure 6(c) depicts a flat belt test in which the test tire 100, which has a tire 10, a functional component 20, and a cleat 40, is rotated on a flat belt 53. In this case, the impact force when the cleat 40 contacts the flat belt 53 is input to the functional component 20, and this input remains constant. Figure 6(d) depicts a real-vehicle test in which a test tire 100 having a tire 10, a functional component 20, and a cleat 40 is mounted on a test vehicle 55 and the test tire 100 is rotated on a road surface. In this case, the impact force when the cleat 40 contacts the road surface is input to the functional component 20, and this input remains constant. Figure 6(e) depicts a vibration test in which vibration is applied to the test tire 100 having a tire 10, a functional component 20, and a cleat 40 from a vibration exciter 56 via the cleat 40. In this case, the impact force due to the vibration is input to the functional component 20 via the cleat 40.

[0031] As described above, when testing the functional component 20 while it is mounted on the test tire 100, it is particularly preferable to test the functional component 20 while rotating the test tire 100 on a road surface or a simulated road surface (for example, a drum 51, an inside drum 52, or a flat belt 53), as shown in Figures 6(a) to (d). This generates a constant impact force based on the cleat 40 as the test tire 100 rotates, providing an appropriate input to the functional component 20.

[0032] Figures 7(a) to 7(f) show modified versions of the test tire 100. In Figure 5, the cleat 40 forms a semicircle in a side view of the tire, and is positioned on the tire circumference corresponding to the functional component 20. In contrast, in Figure 7(a), the cleat 40, which forms a circle in a side view of the tire, is positioned on the tire circumference corresponding to the functional component 20. In Figure 7(b), the cleat 40, which forms an ellipse in a side view of the tire, is positioned on the tire circumference corresponding to the functional component 20. In Figure 7(c), the cleat 40, which forms a polygon (for example, a trapezoid) in a side view of the tire, is positioned on the tire circumference corresponding to the functional component 20. In Figure 7(d), the cleat 40, which extends in an arc along the outer circumference of the tire, is positioned on the tire circumference corresponding to the functional component 20. In Figure 7(e), the cleat 40, which forms a semicircle in a side view of the tire, is positioned on the tire circumference opposite to the functional component 20. In Figure 7(f), three cleats 40 forming a semicircle in a side view of the tire are arranged at equal intervals around the tire circumference, with one of them positioned to correspond to a functional component 20 on the tire circumference. By varying the shape and arrangement of the cleats 40 in a side view of the tire, it is possible to reproduce the impact force expected to be received from the road surface when the tire is running.

[0033] Figures 8(a) to 8(f) show modified versions of the test tire 100. In Figure 8(a), the dimension of the cleat 40 in the tire width direction is the same as the tread width of the tire 10. In Figure 8(b), the dimension of the cleat 40 in the tire width direction is half the tread width of the tire 10. In Figure 8(c), the dimension of the cleat 40 in the tire width direction is the same as the dimension of the functional component 20 in the tire width direction, and the cleat 40 is positioned within the placement area of ​​the functional component 20. In Figure 8(d), the position of the cleat 40 is offset in the tire width direction relative to the placement area of ​​the functional component 20. In Figure 8(e), the cleat 40 forms a circle in the tire meridian cross-section view, and the cleat 40 is positioned within the placement area of ​​the functional component 20. In Figure 8(f), multiple cleats 40 are arranged along the tire width direction. By varying the shape and arrangement of the cleat 40 in the tire meridian cross-section, it is possible to reproduce the impact force expected to be received from the road surface when the tire is running.

[0034] Figures 9(a) to 9(c) show modified versions of the test tire. The cleat 40 may be integrally molded with the tread portion 1, or it may be bonded to the tread portion 1, but the following forms are examples of other fixing methods. In Figure 9(a), the cleat 40 is fixed to the tire 10 by a strip material 41 wrapped around the tire 10 and the rim R. In Figure 9(b), the cleat 40 is fixed to the tire 10 by a fastener 42 attached to the rim R. The fastener 42 preferably has a structure that expands and contracts in accordance with the deflection of the tire 10 (for example, sliding rails). In Figure 9(c), the cleat 40 is attached to the outer surface of a cover material 43 that covers the entire tire 10, and the cleat 40 is fixed to the tire 10 by attaching the cover material 43 to the tire 10.

[0035] Figures 10(a) to (e) show modified versions of the test tire. In the test tire 100, as shown in Figures 10(a) to (e), it is preferable that at least a portion of the cleat 40 is positioned within a range where the angle θ around the central axis X of the tire 10 is ±30° from the reference plane P passing through the central axis X of the tire 10 and the center position of the functional component 20. By positioning at least a portion of the cleat 40 in the vicinity of the functional component 20 in this way, an appropriate input can be applied to the functional component 20. In Figure 10(a), the cleat 40 is positioned directly below the functional component 20. In Figure 10(b), the entire cleat 40 is positioned within the ±30° range. In Figure 10(c), a portion of the cleat 40 is positioned within the ±30° range. In Figure 10(d), the cleat 40 is positioned within the ±30° range. In Figure 10(e), a portion of the cleat 40 is positioned within a range of ±30°, while the cleat 40 is positioned over a wide range outside the ±30° range. Since the range where the angle θ is ±20° corresponds to the contact angle of the tire 10, it is desirable that at least a portion of the cleat 40 be positioned within this range.

[0036] Figures 11(a) to 11(f) show modified versions of the test tire. In the test tire 100, as shown in Figures 11(a) to 11(f), it is desirable that the placement area As of the functional component 20 on the inner circumferential surface of the tire 10 and the placement area Ac of the cleat 40 on the outer circumferential surface of the tire 10 overlap with each other. The placement area As of the functional component 20 is the area obtained by projecting the functional component 20 onto the inner circumferential surface of the tire 10, and the placement area Ac of the cleat 40 is the area obtained by projecting the cleat 40 onto the outer circumferential surface of the tire 10. By positioning the cleat 40 directly below the functional component 20 in this way, an appropriate input can be provided to the functional component 20. In Figure 11(a), the cleat 40 extends in the tire width direction Tw while overlapping with the functional component 20. In Figure 11(b), the cleat 40 extends in the tire circumferential direction Tc while overlapping with the functional component 20. In Figure 11(c), the cleat 40 extends inclined with respect to the tire circumferential direction Tc while overlapping with the functional component 20. In Figure 11(d), the cleat 40 extends in the tire circumferential direction Tc while overlapping with the edge of the functional component 20. In Figure 11(e), a circular cleat 40 overlaps with the functional component 20. In Figure 11(f), two cleats 40 extend in the tire circumferential direction Tc while overlapping with the functional component 20. In Figures 11(a) to (f), the shaded area is the region where the placement area As of the functional component 20 and the placement area Ac of the cleat 40 overlap.

[0037] Figure 12 shows the dimensions of the test tire. In the test tire 100, as shown in Figure 12, it is preferable that the maximum length Lc in the tire circumferential direction of the cleat 40 and the height Hc in the tire radial direction of the cleat 40 satisfy the relationship of 0.5 ≦ Lc / Hc. The height Hc in the tire radial direction of the cleat 40 is equivalent to the difference (Hc = Rc - Rt) between the distance Rc from the tire center axis X to the maximum protruding position of the cleat 40 and the radius Rt of the tire 10. By setting the ratio Lc / Hc of the maximum length Lc and the height Hc of the cleat 40 within the above range, it is possible to more reliably avoid the collapse of the cleat 40 and damage to the tire 10. Here, if Lc / Hc < 0.5, the maximum length Lc is too short and the cleat 40 is likely to collapse, or the height Hc is too large and the load on the tire 10 increases, which may cause a puncture or the like.

[0038] In the test tire 100, it is preferable that the maximum length Lc in the tire circumferential direction of the cleat 40 satisfies the relationship of 2.5 mm ≦ Lc ≦ Lt×1 / 2 with respect to the outer circumferential length Lt of the tire. By setting the maximum length Lc of the cleat 40 within the above range, it is possible to more reliably avoid damage to the tire 10 while ensuring sufficient input based on the cleat 40. Here, if Lt×1 / 2 < Lc, the maximum length Lc greatly exceeds the ground contact length of the tire 10, so the force applied to the functional component 20 when the cleat 40 contacts the ground decreases. On the other hand, if Lc > 2.5 mm, the height Hc cannot be ensured sufficiently and the impact force decreases, or the cleat 40 becomes a pointed shape and the load on the tire 10 increases, which may cause a puncture or the like. In particular, it is desirable that the maximum length Lc in the tire circumferential direction of the cleat 40 is in the range of 10 mm ≦ Lc ≦ 30 mm.

[0039] In the test tire 100, it is preferable that the height Hc of the cleat 40 in the tire radial direction satisfies the relationship of 5 mm ≤ Hc ≤ Rt × 1 / 3 with respect to the radius Rt of the tire 10. By setting the height Hc of the cleat 40 within the above range, while ensuring sufficient input based on the cleat 40, damage to the tire 10 and the like can be more reliably avoided. Here, if Rt × 1 / 3 < Hc, the height Hc becomes high, which not only increases the burden on the tire 10 but also on the testing machine, vehicle, etc., and may cause punctures, damage to the testing machine, etc., or the test may not be able to be carried out because the test tire 100 cannot enter the tire house or other reasons. On the other hand, if 5 mm > Hc, the impact force based on the cleat 40 decreases and the input to the functional component 20 decreases. In particular, it is desirable that the height Hc of the cleat 40 in the tire radial direction is in the range of 5 mm ≤ Hc ≤ 50 mm.

[0040] In the test tire 100, it is preferable that the Young's modulus Yc of the cleat 40 conforming to JIS-Z2241 is in the range of 100 GPa to 400 GPa. By setting the Young's modulus Yc of the cleat 40 sufficiently high, damage to the cleat 40 can be prevented. As the constituent material of the cleat 40, metal materials such as steel and tungsten can be used. In particular, it is preferable that the Young's modulus Yc of the cleat 40 conforming to JIS-Z2241 is in the range of 200 GPa to 350 GPa.

Example

[0041] A tire with a size of 185 / 65R15, equipped with a functional component on the inner circumferential surface of the tread that has a sensor function for detecting tire information, and which has a sensor function using a piezoelectric element as the sensor element, was tested using a drum testing machine. In the conventional example, the cleat was placed on the outer circumferential surface of the drum of the drum testing machine. On the other hand, in Examples 1 to 9, the cleat was placed on the outer circumferential surface of the tire. In the conventional example and Examples 1 to 9, the arrangement angle of the cleat around the tire's central axis with respect to a reference plane passing through the tire's central axis and the center position of the functional component, whether or not there is overlap between the arrangement area of ​​the functional component and the arrangement area of ​​the cleat, the ratio Lc / Hc of the maximum length Lc of the cleat in the tire's circumferential direction to the height Hc of the cleat in the tire's radial direction, the maximum length Lc of the cleat in the tire's circumferential direction, the height Hc of the cleat in the tire's radial direction, and the Young's modulus Yc of the cleat in accordance with JIS-Z2241 were set as shown in Table 1. The outer circumference Lt of the tire was 1880 mm, and the radius Rt of the tire was 300 mm.

[0042] For these test tires, the evaluation time, uniformity of input, and intensity of input were evaluated using the methods described below, and the results are shown in Table 1.

[0043] Evaluation time: Each test tire was mounted on a wheel with a rim size of 15 x 5.5J and rotated on a drum. Output from the sensor element (piezoelectric element) of the functional component was acquired, the peak-to-peak value of the output waveform was integrated, and the time it took for the integrated value to reach the target value was measured. The evaluation results were expressed as an index using the reciprocal of the measured value, with the conventional example set to 100. A larger index value indicates a shorter evaluation time.

[0044] Input uniformity: Each test tire was mounted on a wheel with a rim size of 15 x 5.5J and rotated on a drum. Output from the sensor element (piezoelectric element) of the functional component was acquired for 100 rotations, and the average value and standard deviation of the peak-to-peak values ​​of the output waveform were calculated, and the coefficient of variation was determined. The evaluation results are shown as an exponent using the reciprocal of the coefficient of variation, with the conventional example set to 100. A larger exponent value indicates smaller output variation, i.e., higher input uniformity.

[0045] Input strength: Each test tire was mounted on a wheel with a rim size of 15 x 5.5J and rotated on a drum. Output from the sensor element (piezoelectric element) of the functional component was acquired for 100 rotations, and the average value of the peak-to-peak output waveform was calculated. The evaluation results are shown as an index with the conventional example set to 100. A larger index value indicates a larger output, i.e., a higher input intensity.

[0046] [Table 1]

[0047] As can be seen from Table 1, in Examples 1 to 9, the evaluation time was shorter, the uniformity of the input was higher, and the intensity of the input was higher compared to the conventional example.

[0048] This disclosure encompasses the following inventions [1] to

[10] . The invention [1] is a test tire characterized by comprising a tire, a functional component installed on the tire having a sensor function for detecting tire information, and at least one cleat disposed on the outer surface of the tire. Invention [2] is a test tire according to Invention [1], characterized in that at least a portion of the cleat is positioned within a range of ±30° around the central axis of the tire from a reference plane, with the plane passing through the central axis of the tire and the central position of the functional component serving as the reference plane. Invention [3] is a test tire according to Invention [1] or [2], characterized in that the area for arranging the functional components on the inner circumferential surface of the tire and the area for arranging the cleats on the outer circumferential surface of the tire overlap with each other. Invention [4] is a test tire according to any one of Inventions [1] to [3], characterized in that the maximum length Lc of the cleat in the tire circumferential direction and the height Hc of the cleat in the tire radial direction satisfy the relationship 0.5 ≤ Lc / Hc. Invention [5] is a test tire according to any one of Inventions [1] to [4], characterized in that the maximum length Lc of the cleat in the circumferential direction of the tire satisfies the relationship 2.5 mm ≤ Lc ≤ Lt × 1 / 2 with respect to the outer circumference Lt of the tire. Invention [6] is a test tire according to any one of Inventions [1] to [5], characterized in that the height Hc of the cleat in the radial direction of the tire satisfies the relationship 5 mm ≤ Hc ≤ Rt × 1 / 3 with respect to the radius Rt of the tire. Invention [7] is a test tire according to any of Inventions [1] to [6], characterized in that the Young's modulus Yc of the cleat conforms to JIS-Z2241 and is in the range of 100 GPa to 400 GPa. Invention [8] is a test tire according to any one of Inventions [1] to [7], characterized in that the functional component has a sensor function using a piezoelectric element as a sensor element. Invention [9] is a method for testing a functional component, characterized by using a test tire described in any of Inventions [1] to [8] and testing the functional component while it is mounted on the test tire. Invention

[10] is a method for testing a functional component according to Invention [9], characterized in that the functional component is tested while the test tire is rotated on a road surface or a simulated road surface. [Explanation of Symbols]

[0049] 10 tires 20 Functional Parts 22 Sensor elements 30 containment units 40 cleats 100 test tires

Claims

1. A test tire characterized by comprising a tire, a functional component installed on the tire having a sensor function for detecting tire information, and at least one cleat disposed on the outer surface of the tire.

2. The test tire according to claim 1, characterized in that at least a portion of the cleat is positioned within a range of ±30° from the reference plane around the central axis of the tire, with the plane passing through the central axis of the tire and the central position of the functional component serving as the reference plane.

3. The test tire according to claim 1, characterized in that the area for arranging the functional components on the inner circumferential surface of the tire and the area for arranging the cleats on the outer circumferential surface of the tire overlap with each other.

4. The test tire according to claim 1, characterized in that the maximum length Lc of the cleat in the tire circumferential direction and the height Hc of the cleat in the tire radial direction satisfy the relationship 0.5 ≤ Lc / Hc.

5. The test tire according to claim 1, characterized in that the maximum length Lc of the cleat in the tire circumferential direction satisfies the relationship 2.5 mm ≤ Lc ≤ Lt × 1 / 2 with respect to the outer circumference Lt of the tire.

6. The test tire according to claim 1, characterized in that the height Hc of the cleat in the radial direction of the tire satisfies the relationship 5 mm ≤ Hc ≤ Rt × 1 / 3 with respect to the radius Rt of the tire.

7. The test tire according to claim 1, characterized in that the Young's modulus Yc of the cleat conforms to JIS-Z2241 and is in the range of 100 GPa to 400 GPa.

8. The test tire according to claim 1, characterized in that the functional component has a sensor function using a piezoelectric element as a sensor element.

9. A method for testing a functional component, characterized by using a test tire according to any one of claims 1 to 8, and performing a test of the functional component while it is mounted on the test tire.

10. The method for testing a functional component according to claim 9, characterized in that the functional component is tested while the test tire is rotated on a road surface or a simulated road surface.

Images