Tire Testing Equipment

Abstract

To allow a bench test of a test tire under various road surface states by causing a carriage holding the test tire to travel along a road surface without moving the road surface during testing.SOLUTION: A tire testing device according to one embodiment of the present invention comprises: a road surface; and a carriage rotatably holding a testing wheel to which a test tire is mounted, and capable of traveling along the road surface with the test tire being in contact with the road surface. The carriage comprises: a wheel shank rotatably supporting the testing wheel; and an alignment part capable of adjusting wheel alignment of the testing wheel by changing the direction of the wheel shank. The alignment part includes a load adjustment part capable of adjusting load applied on the testing wheel by changing the height of the wheel shank. The load adjustment part includes a first movable frame supported vertically movably, a linear guide guiding vertical movement of the first movable frame, and a first drive unit vertically driving the first movable frame.SELECTED DRAWING: Figure 19

Description

[Technical field]

[0001] The present invention relates to a tire testing apparatus. [Background technology]

[0002] Tests to evaluate tire performance include road tests, in which a test tire is mounted on the wheel rim of a special test vehicle and driven on an actual road surface, and indoor tests (bench tests) using testing equipment installed indoors. Bench tests have superior repeatability compared to road tests.

[0003] An example of a testing device used for bench testing of tires is described in Patent Document 1. The testing device described in Patent Document 1 includes a rotating drum with a simulated road surface on its outer circumferential surface, and the test is performed by rotating the test tire and the drum with the test tire in contact with the simulated road surface. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2015-72215 A Summary of the Invention [Problem to be solved by the invention]

[0005] Since tire performance is affected by road surface conditions, it is necessary to evaluate tires on a variety of road surfaces. However, conventional bench test equipment runs the tires over simulated road surfaces at high speeds during testing, making it difficult to conduct tests on road surfaces that are covered with rain, snow, gravel, etc.

[0006] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a tire testing apparatus capable of performing bench tests under various road surface conditions. [Means for solving the problem]

[0007] According to one embodiment of the present invention, there is provided a tire testing apparatus comprising: a road surface; a carriage that rotatably holds a test wheel with a test tire mounted thereon and that can run along the road surface with the test tire in contact with the road surface, wherein the carriage comprises an axle section that rotatably supports the test wheel and an alignment section that can adjust the wheel alignment of the test wheel by changing the orientation of the axle section, wherein the alignment section comprises a load adjustment section that can adjust the load applied to the test wheel by changing the height of the axle section, and the load adjustment section comprises a first movable frame supported so as to be movable up and down, a linear guide that guides the up and down movement of the first movable frame, and a first drive unit that drives the first movable frame up and down. Effect of the Invention

[0008] According to one embodiment of the present invention, tire bench testing can be performed on a variety of road conditions by running a test tire along a road surface without moving the road surface during testing. [Brief description of the drawings]

[0009] [Figure 1] 1 is a right side view of a tire testing device according to an embodiment of the present invention. [Diagram 2] 1 is a plan view of a tire testing device according to an embodiment of the present invention. [Diagram 3] FIG. 2 is a rear view of the tire testing device according to the embodiment of the present invention. [Figure 4] 1 is an enlarged view (right side view) of a tire testing device according to an embodiment of the present invention. [Diagram 5] 1 is an enlarged view (plan view) of a tire testing device according to one embodiment of the present invention. [Figure 6] FIG. 4 is a diagram showing the arrangement of a guide mechanism. [Figure 7] FIG. 1 is a cross-sectional view of a guide mechanism (A type). [Figure 8] FIG. 11 is a cross-sectional view of a guide mechanism (type B). [Figure 9] FIG. 4 is a diagram showing a connection portion of the rail member. [Figure 10]FIG. 2 is a block diagram showing a schematic logical configuration of a drive system. [Figure 11] FIG. 2 is a diagram showing a schematic mechanical configuration of a main part of a drive system. [Figure 12] FIG. 2 is a diagram showing a schematic structure of a drive unit and a drive pulley unit. [Figure 13] FIG. 4 is a plan view of the first follower. [Figure 14] 14 is a cross-sectional view taken along line AA in FIG. 13. [Figure 15] 14 is a cross-sectional view of FIG. 13 taken along line B-B. [Figure 16] 14 is a cross-sectional view taken along CC in FIG. 13. [Figure 17] FIG. 4 is a cross-sectional view of the second follower. [Figure 18] FIG. 4 is a cross-sectional view of a torque applying portion. [Figure 19] 2 is a diagram showing a schematic structure of an alignment section 40. FIG. [Figure 20] 20 is a view taken along the arrow AA in FIG. 19. [Figure 21] FIG. 20 is a view taken along the arrow BB in FIG. [Figure 22] FIG. 20 is a view taken along the arrow CC in FIG. [Diagram 23] FIG. 20 is a view taken along the arrow DD in FIG. 19 . [Figure 24] FIG. 2 is a diagram showing a schematic structure of a spindle portion. [Diagram 25] FIG. [Figure 26] FIG. 11 is a cross-sectional view of a modified example of the road surface portion. [Figure 27] FIG. 2 is a plan view of the road surface portion near the load detection portion. [Figure 28] FIG. 2 is a side view of the vicinity of the load detection portion of the road surface portion. [Figure 29] FIG. [Diagram 30] FIG. [Diagram 31] FIG. [Diagram 32] FIG. 4 is a plan view showing a state in which a movable part of the load detection unit is removed. [Diagram 33]FIG. 19 is an enlarged view of a region E in FIG. [Diagram 34] 4 is a flowchart showing a procedure for acquiring the distribution of loads applied to a tire tread. [Diagram 35] 11 is a flowchart showing a procedure for calculating a load profile. [Diagram 36] FIG. 2 is a plan view showing the positional relationship between a load detection module and a rotation axis of a test wheel. [Figure 37] 13 is a display example of a load profile. [Figure 38] FIG. 2 is a block diagram showing a schematic configuration of a control system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, the same or corresponding items are given the same or corresponding reference numerals, and duplicated descriptions are omitted. In addition, when multiple items with the same reference numerals are displayed in each drawing, the reference numerals are not necessarily given to all of the multiple displays, and the reference numerals are appropriately omitted for some of the multiple displays. In addition, in each drawing, for convenience of explanation, a part of the configuration is omitted or shown in cross section.

[0011] 1 to 3 are views showing a tire testing device 1 according to an embodiment of the present invention. right 4 and 5 are enlarged views of the main part of the tire testing device 1, respectively. right FIG.

[0012] In the plan views (FIGS. 2 and 5), the direction from right to left is defined as the X-axis direction, the direction from top to bottom as the Y-axis direction, and the direction perpendicular to the paper from back to front as the Z-axis direction. The X-axis and Y-axis directions are horizontal directions that are perpendicular to each other, and the Z-axis direction is a vertical direction. In addition, unless otherwise specified, the front-back, left-right, and up-down directions are defined as directions when facing the running direction of the carriage 20 (the positive X-axis direction). In other words, the positive X-axis direction is the front, the negative X-axis direction is the back, the positive Y-axis direction is the left, the negative Y-axis direction is the right, the positive Z-axis direction is the up, and the negative Z-axis direction is the down.

[0013] The tire testing device 1 includes a track section 10 and a road surface section 60 that are elongated in the X-axis direction, and a carriage 20 that can run on the track section 10 in the X-axis direction. As shown in FIG. 3, the road surface section 60 is placed on the left side of a base frame 11 (hereinafter abbreviated as "base 11") of the track section 10. A road surface 63a on which a test tire T mounted on the carriage 20 comes into contact is provided on the upper surface of the road surface section 60. In this embodiment, the road surface section 60 is removably attached to the base 11 of the track section 10 so that the road surface section 60 can be replaced according to the test conditions. The base 11 of the track section 10 and the frame 61 of the road surface section 60 may be integrated together by, for example, welding. The road surface section 60 may be directly installed on a foundation F (FIG. 3) to completely separate the road surface section 60 from the track section 10.

[0014] As shown in Fig. 5, a pair of wheel stops 13 are provided at the front end of the track section 10 adjacent to drive sections 14LB and 14RB, which will be described later. The wheel stops 13 are devices that collide with the carriage 20 when the carriage 20 overruns, forcibly stopping the carriage 20. Each wheel stop 13 is equipped with a pair of hydraulic shock absorbers that absorb the impact generated when the carriage 20 collides with the wheel stops 13.

[0015] 3, a test wheel W (i.e., a wheel rim Wr on which a test tire T is mounted) is attached to the carriage 20. During the test, the carriage 20 runs with the test wheel W in contact with the road surface 63a, and the test wheel W rolls on the road surface 63a.

[0016] 3 and 5, the track section 10 is provided with a plurality of (three in the illustrated embodiment) guide mechanisms 12A, 12B, and 12C that guide the movement of the carriage 20 in the X-axis direction. The guide mechanisms 12A, 12B, and 12C are installed at the left end, the center in the width direction (i.e., the Y-axis direction), and the right end of the track section 10, respectively.

[0017] FIG. 6 shows the guide mechanism 12A. right 7 and 8 are cross-sectional views of guide mechanisms 12A and 12B, respectively. Note that guide mechanism 12C is configured symmetrically to guide mechanism 12A, and therefore detailed description of guide mechanism 12C will be omitted.

[0018] Each of the guide mechanisms 12A, 12B, and 12C includes a rail 121 that forms a track extending in the X-axis direction, and one or more (two in the illustrated embodiment) running parts 122A (FIG. 7), 122B (FIG. 8), or 122C (not shown, configured symmetrically with the running part 122A of the guide mechanism 12A) that can run on the rail 121. As shown in FIG. 6 for the running part 122A, one of the two running parts 122A, 122B, and 122C is attached to the front end of the bottom surface of the carriage 20, and the other is attached to the rear end.

[0019] 7 and 8, the rail 121 is laid on the base 11 of the track section 10. In addition, each of the running sections 122A, 122B, and 122C is attached to the lower surface of the main frame 21 of the carriage 20.

[0020] The rail 121 is a flat-bottom rail having a head 121h, a bottom 121f that is wider than the head 121h, and a narrower body 121w that connects the head 121h and the bottom 121f. The rail 121 of this embodiment is, for example, a heat-treated rail (for example, heat-treated rail 50N-HH340) that complies with Japanese Industrial Standard JIS E 1120:2007, to which additional processing has been applied. The heat-treated rail is a railway rail with improved wear resistance due to heat treatment applied to the head.

[0021] As shown in FIG. 7, the running section 122A of the guide mechanism 12A includes a frame 123 long in the X-axis direction attached to the lower surface of the main frame 21 of the carriage 20, and a plurality of roller units 128A attached to the frame 123. The roller unit 128A includes three rods 124a, 124b, and 124c attached to the frame 123, and three roller assemblies 125a, 125b, and 125c attached to each of the rods 124a, 124b, and 124c, respectively. The three roller assemblies 125a, 125b, and 125c of each roller unit 128A are disposed at the same position in the X-axis direction. Also, as shown in FIG. 6, the plurality of roller units 128A are arranged at predetermined intervals in the X-axis direction.

[0022] Since roller assemblies 125b and 125c have the same configuration as roller assembly 125a (however, roller assembly 125c is different in size from roller assembly 125a), we will explain roller assembly 125a as a representative and omit duplicated explanations of roller assemblies 125b and 125c.

[0023] 7, the roller assembly 125a includes a roller 126a that rolls on the rail 121, and a pair of bearings 127a that rotatably support the roller 126a. The bearings 127a are rolling bearings, and ball bearings are used in the illustrated embodiment.

[0024] In this embodiment, the outer peripheral surface 126ap of the roller 126a is formed into a cylindrical surface, but it may also be a curved surface having a curvature in the direction of the rotation axis (i.e., in the vertical cross section including the rotation axis shown in FIG. 7) (for example, a spherical surface centered on the central point 126ag of the roller 126a).

[0025] The bearing 127a of the roller assembly 125a is, for example, a single-row radial bearing. The bearing 127a includes an inner ring 127a1 fitted to the rod 124a, an outer ring 127a3 fitted to the inner peripheral surface of the roller 126a, and balls 127a2, which are a plurality of rolling elements, interposed between the inner ring 127a1 and the outer ring 127a3. The balls 127a2 roll on a circular track determined by a pair of annular grooves formed on the outer peripheral surface of the inner ring 127a1 and the inner peripheral surface of the outer ring 127a3.

[0026] The roller assembly 125a is disposed so that its outer circumferential surface 126ap contacts the head upper surface (top surface) 121a of the rail 121 and rolls on the head upper surface 121a as the carriage 20 travels. The roller assembly 125b is disposed so that its outer circumferential surface 126bp contacts one side of the head lower surface 121b of the rail 121 and rolls on the head lower surface 121b. The roller assembly 125c is disposed so that its outer circumferential surface 126cp contacts one side of the head side surface 121c of the rail 121 and rolls on the head side surface 121c.

[0027] The rail 121 has its head upper surface 121a, head lower surface 121b, and head side surface 121c, which come into contact with the roller assemblies 125a, 125b, and 125c, respectively, changed in shape to flat surfaces, and additional processing (e.g., grinding, polishing, etc.) has been performed to improve surface precision such as flatness and parallelism.

[0028] As described above, the guide mechanism 12A and the guide mechanism 12C attached to the left and right ends of the carriage 20 are configured symmetrically. That is, the guide mechanism 12C is the same as the guide mechanism 12A, but arranged in the opposite direction (i.e., rotated 180 degrees around the vertical axis).

[0029] As shown in FIG. 8, the running section 122B of the guide mechanism 12B includes a frame 123 attached to the lower surface of the main frame 21 of the carriage 20, and a plurality of roller units 128B attached to the frame 123. The roller unit 128B includes two rods 124a and 124b and two roller assemblies 125a and 125b. The rods 124b and the roller assemblies 125b are disposed on the left side of the rail 121 in the running section 122A of the guide mechanism 12A, whereas they are disposed on the right side of the rail 121 in the running section 122B of the guide mechanism 12B. That is, the running section 122B of the guide mechanism 12B is obtained by removing the roller assemblies 125c and the rods 124c from the running section 122A of the above-mentioned guide mechanism 12A, and arranging them in the opposite direction. The running section 122B of the guide mechanism 12B may include the roller assemblies 125c and the rods 124c.

[0030] In this embodiment, the carriage 20 is prevented from moving to the right (Y-axis negative direction) with respect to the rail 121 by the roller assemblies 125b and 125c of the guide mechanism 12A arranged on the left side of the rail 121. In addition, the carriage 20 is prevented from moving to the left (Y-axis positive direction) with respect to the rail 121 by the roller assemblies 125b of the guide mechanism 12B and the roller assemblies 125b and 125c of the guide mechanism 12C arranged on the right side of the rail 121. Therefore, the carriage 20 is prevented from moving in the Y-axis direction with respect to the rail 121. In addition, the roller assemblies 125b of the guide mechanisms 12A, 12B, and 12C prevent the carriage 20 from moving upward (Z-axis positive direction) with respect to the rail 121. In this way, by preventing the carriage 20 from moving in the Y-axis direction and the Z-axis positive direction with respect to the rail 121, derailment of the carriage 20 from the rail 121 is prevented.

[0031] In this embodiment, running portion 122B (FIG. 8) is arranged in the left-right opposite direction to running portion 122A (FIG. 7), but running portion 122B may be arranged in the same left-right direction as running portion 122A. Similarly, running portion 122C and running portion 122A may be arranged in the same left-right direction. However, any two of running portions 122A, 122B, and 122C are arranged in the left-right opposite direction to each other (i.e., roller assemblies 125b and 125c are arranged on the left-right opposite sides of rail 121).

[0032] In order to prevent the carriage 20 from moving left and right (in the Y-axis direction), at least two running portions 122A, 122B, or 122C arranged in the left-right opposite directions need to be provided with the roller assemblies 125c and the rods 124.

[0033] To prevent the carriage 20 from moving upward (in the positive Z-axis direction), at least one of the runs 122A, 122B, or 122C may include a roller assembly 125b and a rod 124b.

[0034] When the angle that the head underside 121b of the rail 121 makes with the horizontal plane is greater than a certain angle (for example, 5°), the roller assembly 125b can be used instead of the roller assembly 125c.

[0035] The rail 121 of the guide mechanism 12 may be formed by connecting a plurality of short rail members. In this case, as shown in Fig. 9, the joint 121j of the rail 121 may be formed not perpendicular to the longitudinal direction (X-axis direction) of the rail 121 but obliquely in a plan view (i.e., the joint 121j is inclined at a certain angle θ with respect to the ZX plane). By forming the joint 121j obliquely, even if the rail 121 expands or contracts due to temperature changes, the rail members slide against each other at the joint 121j to release the distortion of the rail 121, thereby preventing the rail 121 from curving.

[0036] When forming the diagonal joint 121j, the roller assemblies 125b and 125c (FIG. 9) are arranged on the side of the rail 121 where the head side surface 121c forms an obtuse angle with the joint 121j (i.e., the left side in the guide mechanism 12A and the right side in the guide mechanisms 12B and 12C) in front of the joint 121j. By arranging the roller assemblies 125b and 125c in this manner, even if the joint 121j of the rail 121 is misaligned, the roller assemblies 125b and 125c are prevented from colliding with the acute end 121e of the joint 121j, which would cause a large impact or damage.

[0037] At the joint 121j, the end faces of the two rail members to be connected may be in contact with each other, or may be butted together without contact with a predetermined gap between the end faces. In this embodiment, at the joint 121j of the rail 121, the end faces of the two rail members to be connected are simply butted together and not joined, but the rail members may be joined at the joint 121j by welding, brazing, or the like.

[0038] In place of the guide mechanisms 12A, 12B, and 12C of this embodiment, a guideway-type recirculating linear bearing (so-called linear guide) may be used. circulation type The linear bearing has an elliptical track in which adjacent ends of two parallel straight tracks are connected by a semicircular track. When a linear bearing having such a straight track is run at high speed (for example, at a speed of 10 km / h or more), when the rolling elements move from the straight track to a curved track, a sudden centrifugal force is generated in the rolling elements (i.e., an impact load is applied to the rolling elements and the rolling surfaces of the curved track), causing rapid wear or damage to the rolling elements and the rolling surfaces. Therefore, when the carriage 20 is run at high speed, there is a problem that the life of the linear bearing is shortened or the linear bearing is damaged.

[0039] In the bearings 127a-c used in the guide mechanisms 12A, 12B, and 12C of this embodiment, the rolling elements always run on a circular track with a constant curvature, so that a sudden change in the centrifugal force acting on the rolling elements (i.e., impact load) does not occur. Therefore, even if the rollers 126a-c are rotated at a high peripheral speed, for example, exceeding 60 km / h, the bearings 127a-c do not suffer a significant shortening of their lifespan or breakage. Therefore, by configuring the guide mechanisms 12A-C using rolling bearings having a circular track with a constant curvature of the track of the rolling elements, high-speed running of the carriage 20 (for example, running at a speed of 10 km / h or more) is possible. In the tire testing device 1 of this embodiment, the above-mentioned guide mechanisms 12A, 12B, and 12C are adopted, so that the carriage 20 can run at a speed exceeding 85 km / h.

[0040] The tire testing device 1 includes a drive system DS that drives the carriage 20 and the test wheels W. Fig. 10 is a block diagram showing the general logical configuration of the drive system DS. Fig. 11 is a diagram showing the general mechanical configuration of the main parts of the drive system DS. In Fig. 10, the arrows indicate the transmission path of mechanical power (hereinafter simply referred to as "power").

[0041] 10, the drive system DS includes a drive unit AS that generates power, and a transmission unit TS that transmits the power generated by the drive unit AS to the carriage 20 and the test wheel W, which are the objects to be driven. The drive system DS, together with the test wheel W and the road surface unit 60, constitute a power circulation system.

[0042] The actuator AS includes two pairs of drive units 14 (first actuator means) on the left and right sides attached to the track unit 10, and a torque applying device 30 (second actuator means) attached to the carriage 20. The drive units 14 are mainly used to control the running speed of the carriage 20 and the rotation speed of the test wheel W, and the torque applying device 30 is mainly used to control the torque applied to the test wheel W.

[0043] The transmission unit TS includes a first transmission unit TS1 that transmits the power generated by the drive unit 14 to the carriage 20, a second transmission unit TS2 that extracts a portion of the power transmitted by the first transmission unit TS1 and transmits it to the torque applying device 30, and a third transmission unit TS3 that transmits the power output from the torque applying device 30 to the test wheel W. The torque applying device 30 also constitutes a part of the transmission unit TS.

[0044] 4 and 5, two pairs of drive units 14 (a pair of drive units 14LA and 14LB on the left side and a pair of drive units 14RA and 14RB on the right side) are installed near the four corners on the base 11 of the track unit 10. The drive units 14LA and 14RA are disposed at the rear end of the track unit 10, and the drive units 14LB and 14RB are disposed at the front end of the track unit 10.

[0045] As described later, the right drive units 14RA and 14RB function as carriage drive means for driving the carriage 20 to run, and also function as test wheel drive means (rotation speed applying means) for driving the test wheel W to rotate at a rotation speed corresponding to the running speed of the carriage 20. The left drive units 14LA and 14LB function as carriage drive means.

[0046] The first transmission unit TS1 includes a pair of belt mechanisms 15 (15L, 15R) and driven units (first driven unit 22 and second driven unit 23). The left belt mechanism 15L is driven by a pair of left drive units 14LA and 14LB, and the right belt mechanism 15R is driven by a pair of right drive units 14RA and 14RB. The first driven unit 22 and the second driven unit 23 are attached to the main frame 21 of the carriage 20. The first driven unit 22 is connected to the right belt mechanism 15R, and the second driven unit 23 is connected to the left belt mechanism 15L.

[0047] Fig. 12 is a diagram showing a schematic structure of the drive unit 14 and the drive pulley unit 150 of the belt mechanism 15. Fig. 13 is a plan view of the first driven unit 22. Figs. 14, 15, and 16 are cross-sectional views taken along lines AA, BB, and CC, respectively, of Fig. 13. Fig. 17 is a cross-sectional view showing a schematic structure of the second driven unit 23.

[0048] Each belt mechanism 15 (15L, 15R) includes a pair of drive pulleys 150 (150A and 150B) The driving pulley unit 150 includes a belt 151 (151L, 151R), three driven pulleys 155A, 155C, and 156 (FIG. 14) held by the first driven part 22 or three driven pulleys 155A, 155B, and 155C (FIG. 17) held by the second driven part 23, and a pair of belt clamps 157 (FIGS. 3 and 5) for fixing both ends of the belt 151 to the main frame 21 of the carriage 20. The driving pulley unit 150 is mounted on the base 11 of the track unit 10, and is connected to the corresponding driving unit 14.

[0049] The belt 151R is wound around the driving pulleys (152A, 152B) of the pair of driving pulley units 150 and the three driven pulleys 155A, 156, and 155C. The belt 151L is wound around the driving pulleys (152A, 152B) of the pair of driving pulley units 150 and the three driven pulleys 155A, 155B, and 155C.

[0050] The driving unit 14 includes a motor 141 (first motor) and a belt mechanism 142. The motor 141 has a moment of inertia of a rotating part of, for example, 0.01 kg m 2 Less than or equal to 0.008 kg m 2 The motor 141 is an AC servo motor of an ultra-low inertia, high output type having a torque of 100 rpm (hereinafter) and a rated output of 3 kW to 60 kW (more practically, 7 kW to 37 kW). By using such an ultra-low inertia, high output motor 141, it is possible to accelerate the carriage 20 to the maximum speed of the test tire T (e.g., 240 km) in a short travel distance (e.g., 20 to 50 m).

[0051] Note that a motor having a rotating part with a standard moment of inertia may be used as the motor 141. Also, the motor 141 may be another type of electric motor capable of speed control, such as a so-called inverter motor in which an inverter is used for drive control.

[0052] The belt mechanism 142 includes a driving pulley 142a attached to a shaft 141b of the motor 141, a driven pulley 142c, and a belt 142b wound around the driving pulley 142a and the driven pulley 142c. The belt 142b is, for example, a toothed belt having the same configuration as a belt 151 described later. The type of the belt 142b may be different from that of the belt 151.

[0053] The belt mechanism 142 has a reduction ratio greater than 1 because the pitch circle diameter of the driven pulley 142c is greater than that of the driving pulley 142a (i.e., the number of teeth is greater). Therefore, the rotation output from the motor 141 is reduced by the belt mechanism 142. The reduction ratio of the belt mechanism 142 may be less than 1. Also, a reducer may be provided in the drive unit 14 instead of (or in addition to) the belt mechanism 142. Also, a shaft 153 (described later) of the belt mechanism 15 may be directly connected to the shaft 141b of the motor 141 without providing the belt mechanism 142 or the reducer.

[0054] A drive pulley unit 150 of the belt mechanism 15 is disposed adjacent to the drive unit 14. The drive pulley unit 150 includes a pair of bearing units 154, a shaft 153 rotatably supported by the pair of bearing units 154, and a drive pulley 152 attached to the shaft 153. A driven pulley 142c of the belt mechanism 142 is also attached to the shaft 153, and the output of the drive unit 14 is transmitted to a belt 151 wound around the drive pulley 152 via the shaft 153 and the drive pulley 152.

[0055] The belt 151 is a toothed belt having a core wire of steel wire. The belt 151 may have a core wire made of so-called super fibers, such as carbon fibers, aramid fibers, and ultra-high molecular weight polyethylene fibers. By using a lightweight and high-strength core wire, such as a carbon core wire, it becomes possible to drive the carriage 20 at high acceleration (or to apply high driving force / braking force to the test wheel W) using a motor with a relatively low output, and the tire testing device 1 can be made compact. In addition, when using a motor with the same output, the use of a lightweight belt 151 having a core wire made of so-called super fibers makes it possible to improve the performance of the tire testing device 1 (specifically, improve acceleration performance).

[0056] 3 to 5, both ends of each belt 151 are fixed to the main frame 21 of the carriage 20. As a result, each belt 151 forms a loop through the carriage 20. When each belt mechanism 15 operates, the carriage 20 is pulled by each belt 151 and travels in the X-axis direction.

[0057] In this embodiment, the belt 151 is fixed to the carriage 20 by the belt clamp 157 below the loop, and the belt mechanism 15 is connected to the first driven part 22 or the second driven part 23 above the loop. The height of the belt mechanism 15 can be lowered by disposing the belt clamp 157, which has a relatively low height, below the first driven part 22 or the second driven part 23. Note that the belt 151 may be fixed to the carriage 20 above the loop.

[0058] 4, a pair of drive pulleys 152 (152A, 152B) of the belt mechanism 15 are arranged with an area in which the carriage 20 can travel sandwiched therebetween, and are fixed pulleys held on the base 11 (i.e., the position of the center of gravity is fixed with respect to the base 11). In addition, driven pulleys 155 (155A, 155B, 155C) and 156 held by the first driven part 22 or the second driven part 23 are movable pulleys that can move together with the carriage 20 in the X-axis direction.

[0059] In the following explanation, in the case of a configuration in which a pair is provided on the left and right, the configuration on the left side will be explained as a general rule, and for the configuration on the right side, the symbols will be enclosed in square brackets and duplicate explanations will be omitted.

[0060] In this embodiment, a pair of driving units 14LA and 14LB [14RA and 14RB] are driven in the same phase. In addition, the left driving units 14LA and 14LB and the right driving units 14RA and 14RB are arranged in opposite directions and are driven in opposite phases.

[0061] The effective diameter (i.e., pitch diameter) or number of teeth of the driving pulley 152 (FIG. 12) and the driven pulley 155 (FIGS. 14 and 17) are the same. The pitch diameter or number of teeth of the driven pulley 156 (FIG. 14) held by the first driven part 22 is larger (e.g., twice as large) than those of the driving pulley 152 and the driven pulley 155.

[0062] As shown in Fig. 5, the carriage 20 includes a main frame 21, a first driven part 22, a second driven part 23, a belt mechanism 24, a belt mechanism 25, a transmission shaft part 26, a brake device 27, a brake device 28, a torque applying device 30, an alignment part 40, and a spindle part 50 (axle part). As shown in Fig. 10, the first driven part 22 and the belt mechanism 24 form a second transmission part TS2. In addition, the belt mechanism 25, the transmission shaft part 26, and the spindle part 50 form a third transmission part TS3.

[0063] 11, the spindle unit 50 includes a rotatably supported spindle 52. The spindle 52 is an axis (i.e., an axle) to one end of which the test wheel W is coaxially attached (i.e., so as to share a center line), and the test wheel W is rotationally driven together with the spindle 52 by the power output from the torque applying device 30. The alignment unit 40 is a mechanical unit that can adjust the wheel alignment of the test wheel W (alignment adjustment) by changing the orientation of the spindle unit 50.

[0064] As shown in FIGS. 13 to 16, the first driven part 22 includes a main body 221, a bearing 222, a bearing 223, a shaft 224, a driving gear 225, a shaft 226 and a driven gear 227.

[0065] 14, the main body 221 includes two rods 221b extending in the Y-axis direction and a pair of bearings 221c whose inner rings are fitted to the rods 221b. The driven pulleys 155A and 155C of the belt mechanism 15R are fitted to the outer rings of the bearings 221c. With this configuration, the driven pulleys 155A and 155C of the belt mechanism 15R are rotatably supported by the main body 221.

[0066] 16, the main body 221 includes a bearing 221a. The bearing 222 includes a pair of bearings 222a and 222b aligned vertically. Moreover, the bearing 223 includes a pair of bearings 223a and 223b aligned vertically.

[0067] The shaft 224 is rotatably supported at one end in the length direction by a bearing 221a, at the other end by a bearing 223a, and at an intermediate portion by a bearing 222a. A driven pulley 156 and a driving gear 225 of the belt mechanism 15R are attached to the shaft 224.

[0068] Shaft 226 is shorter than shaft 224, and is rotatably supported at one end in the longitudinal direction by bearing 222b and at the other end by bearing 223b. A driven gear 227 that meshes with drive gear 225, and a drive pulley 241 of belt mechanism 24 are attached to shaft 226.

[0069] That is, the driven pulley 156 (belt mechanism 15R) and the drive pulley 241 (belt mechanism 24) are connected via the first driven part 22. A part of the power transmitted by the belt mechanism 15R is transmitted to the shaft 224 via the driven pulley 156, and then transmitted to the shaft 226 via the drive gear 225 and the driven gear 227, and further transmitted to the belt mechanism 24 via the drive pulley 241. The power transmitted to the belt mechanism 24 is used to drive the test wheel W.

[0070] That is, the first driven portion 22 on the right side and the driven pulley 156 (and driven pulleys 155A, 155C) rotatably supported by the first driven portion 22 have the function of extracting a portion of the power from the belt mechanism 15R and supplying it to the belt mechanism 24.

[0071] The remaining part of the power transmitted by the belt mechanism 15R is transmitted to the main frame 21 of the carriage 20 to which the belt 151 is fixed by a belt clamp 157, and is used to drive the carriage 20.

[0072] That is, the right belt mechanism 15R constitutes part of the means for driving the carriage 20 (carriage driving means), and also constitutes part of the means for driving the test wheel W (test wheel driving means). In addition, the right belt mechanism 15R, together with the right first driven part 22, functions as a means for distributing the power generated by the driving parts 14RA and 14RB into the power used to drive the carriage 20 and the power used to drive the test wheel W (power distribution means).

[0073] The belt mechanism 15R of this embodiment has a reduction ratio greater than 1 because the pitch circle diameter of the output-side driven pulley 156 is greater than that of the input-side driving pulley 152. However, the present invention is not limited to this configuration, and the pitch circle diameter of the driven pulley 156 may be greater than or equal to the pitch circle diameter of the driving pulley 152, and the reduction ratio of the belt mechanism 15R may be less than or equal to 1.

[0074] Furthermore, the first driven part includes a driving gear 225 and a driven gear 227, thereby reversing the rotation direction of the power.

[0075] 17, the second driven part 23 (main body part 231) includes three rods 231b extending in the Y-axis direction and three bearings 231c with inner rings fitted to the rods 231b. The three rods 231b are disposed at equal intervals in the X-axis direction. In this embodiment, the central rod 231b is disposed at a higher position than the remaining two rods 231b, but all the rods 231b may be disposed at the same height.

[0076] Three driven pulleys 155 (driven pulleys 155A, 155B, and 155C, from the front) of the belt mechanism 15L are fitted into the outer rings of the bearings 231c. With this configuration, the driven pulleys 155A, 155B, and 155C of the belt mechanism 15L are rotatably supported by the second driven portion 23.

[0077] As shown in Fig. 4, the belt 151 of the belt mechanism 15 is folded back by the driving pulleys 152A and 152B, and is divided into an upper part 151a and a lower part 151b. The upper part 151a and the lower part 151b are stretched in the running direction of the carriage 20, and are driven in the opposite directions to each other. Specifically, the lower part 151b of the belt 151 fixed to the carriage 20 is driven together with the carriage 20 in the running direction of the carriage, and the upper part 151a is driven in the opposite direction to the carriage 20 and the lower part 151b. In addition, the driven pulleys 155 and 156 attached to the carriage 20 are wrapped around the upper part 151a of the belt 151, which runs in the opposite direction to the carriage 20, and are driven by the upper part 151a.

[0078] As shown in Figs. 10 and 11, a part of the power transmitted by the right belt mechanism 15R is transmitted to the torque applying device 30 by the second transmission part TS2, and is further transmitted to the test wheel W by the third transmission part TS3, and is used to drive the test wheel W. The second transmission part TS2 includes the first driven part 22 and the belt mechanism 24, and the third transmission part TS3 includes the belt mechanism 25, the transmission shaft part 26, and the spindle part 50. As described above, the remaining part of the power transmitted by the right belt mechanism 15R is transmitted to the main frame 21 of the carriage 20 to which the tip of the belt 151 is fixed by the belt clamp 157, and is used to drive the carriage 20. The belt mechanism 15R and the first driven part 22 configured as described above enable the belt 151 to drive both the carriage 20 and the test wheel W.

[0079] The left second driven part 23 differs from the right first driven part 22 in that it does not have a configuration (specifically, bearing parts 222, 223, shafts 224, 226, drive gear 225 and driven gear 227) for extracting a portion of the power transmitted by the belt mechanism 15L and transmitting it to the second transmission part TS2 provided in the carriage 20. The left second driven part 23 is not an essential component, but by providing the left second driven part 23, the forces that the carriage 20 receives from the left and right belt mechanisms 15L, 15R are balanced, and the running of the carriage 20 is stabilized.

[0080] As described above, this embodiment employs a configuration in which the carriage 20 and the test wheel W are driven using power transmitted by a common power transmission device (i.e., the belt mechanism 15R). This configuration makes it possible to always rotate the test wheel W at a peripheral speed (number of rotations) corresponding to the running speed of the carriage 20, regardless of the running speed of the carriage 20. Furthermore, in this embodiment, in order to reduce the amount of operation of the torque applying device 30 (i.e., power consumption), the test wheel W is configured to rotate at approximately the same peripheral speed as the running speed of the carriage 20 when the torque applying device 30 is not operating.

[0081] The belt mechanism 24 includes a driving pulley 241 attached to the shaft 226 (FIG. 16) of the first driven part 22 described above, a driven pulley 242 attached to an axis part 314 (FIG. 18) of the torque applying device 30 described below, and a belt 243 wound around the driving pulley 241 and the driven pulley 242. The belt 243 is, for example, a toothed belt having the same configuration as the belt 151 described above. The type of the belt 243 may be different from that of the belt 151.

[0082] 18 is a diagram showing the structure of the torque applying device 30. The torque applying device 30 generates a torque to be applied to the test wheel W, and outputs this torque by adding it to the rotational motion transmitted by the belt mechanism 24. In other words, the torque applying device 30 can apply a torque to the test wheel W (i.e., apply a driving force or a braking force between the road surface 63a and the test wheel W) by changing the phase of the rotational motion transmitted by the belt mechanism 24.

[0083] The torque imparting device 30 functions as a second driving means for generating power to drive the test wheel W, and also functions as a power combining means for combining the power generated by the motor 141 (first motor) of the drive unit 14 (first driving means) with the power generated by a motor 32 (second motor) of the torque imparting device 30, which will be described later.

[0084] By incorporating the torque applying device 30 into the drive system DS, it becomes possible to share the roles of the power source for controlling the rotation speed of the test wheel W (drive units 14RA, 14RB) and the power source for controlling the torque (motor 32, described later). This makes it possible to use a power source with a smaller capacity and to control the rotation speed and torque applied to the test wheel W with higher accuracy. Furthermore, by incorporating the torque applying device 30 into the carriage 20, the load applied to the belt mechanism 15R is reduced, making it possible to make the belt mechanism 15R more compact (for example, by reducing the number of toothed belts used) and to use members with a lower load resistance.

[0085] The torque imparting device 30 includes a rotating frame 31, a motor 32 (second motor) mounted within the rotating frame 31, a reducer 33, a shaft 34, three bearing sections 351, 352 and 353 that rotatably support the rotating frame 31, a slip ring section 37, and a rotary encoder 38 that detects the rotation speed of the rotating frame 31.

[0086] In this embodiment, the motor 32 has a rotating part with a moment of inertia of 0.01 kg m 2 Less than or equal to 0.008 kg m 2 In general, ultra-low inertia, high-power AC servo motors with rated output of 3kW to 60kW (more practically, 7kW to 37kW) are used.

[0087] The rotating frame 31 has a first cylinder portion 311 (motor housing portion), a second cylinder portion 312 (connecting cylinder), and a third cylinder portion 313, which are substantially cylindrical and have a large diameter, and shaft portions 314 and 315, which are substantially cylindrical and have a smaller diameter than the first cylinder portion 311. The shaft portion 314 is coaxially coupled to one end portion (the right end portion in FIG. 18) of the first cylinder portion 311 via the second cylinder portion 312 and the third cylinder portion 313. The shaft portion 315 is coaxially coupled to the other end portion (the left end portion in FIG. 18) of the first cylinder portion 311. The shaft portion 314 is rotatably supported by bearing portions 351 and 353, and the shaft portion 315 is rotatably supported by a bearing portion 352.

[0088] A motor 32 is housed in the hollow portion of the first cylindrical portion 311. The motor 32 has a shaft 321 arranged coaxially with the rotating frame 31, and a motor case 320 (i.e., a stator) fixed to the first cylindrical portion 311 by a plurality of stud bolts 323.

[0089] The reducer 33 is disposed in the hollow portion of the second cylindrical portion 312 and the third cylindrical portion 313. The shaft 321 of the motor 32 is connected to the input shaft 332 of the reducer 33, and the shaft 34 is connected to the output shaft 333.

[0090] A flange 312a protruding to the outer periphery is formed at one end (the right end in FIG. 18) of the second cylindrical portion 312. A flange 312b protruding to the outer periphery and an inner flange 312c protruding to the inner periphery are formed at the other end (the left end in FIG. 18) of the second cylindrical portion 312.

[0091] The flange 320a of the motor 32 is fixed to an inner flange 312c of the second tubular portion 312. The gear case 331 of the reduction gear 33 is fixed to one end of the second tubular portion 312 (i.e., the base of the flange 312a). That is, the motor case 320 of the motor 32 and the gear case 331 of the reduction gear 33 are connected with high rigidity via the second tubular portion 312, which is a single short tubular member. As a result, almost no bending moment is applied to the shaft 321 of the motor 32 and the input shaft 332 of the reduction gear 33, ensuring smooth (i.e., low-friction) rotation of the shaft 321 and the input shaft 332, and improving the accuracy of control of the torque applied to the test wheel W.

[0092] A flange 315a having the same diameter as the first cylindrical portion 311 is formed at the base of the shaft portion 315, and one end of the first cylindrical portion 311 is fixed to the outer periphery of this flange 315a. In addition, a flange 320b of the motor 32 is fixed to the flange 315a of the first cylindrical portion 311. The motor 32 is fixed to the rotating frame 31 at both ends and the center in the longitudinal direction of the motor case 320, and is therefore supported with high rigidity.

[0093] A flange 314a having the same diameter as the third cylindrical portion 313 is formed at the base of the shaft portion 314, and one end of the third cylindrical portion 313 is fixed to the outer periphery of this flange 314a. The other end of the third cylindrical portion 313 is fixed to the outer periphery of a flange 312a of the second cylindrical portion 312.

[0094] The shaft portion 314 is rotatably supported by a bearing portion 351 near the flange 314a on the base side and by a bearing portion 353 at the tip end. A driven pulley 242 of the belt mechanism 24 is disposed between the bearing portions 351 and 353 and is coaxially attached to the outer periphery of the shaft portion 314. The rotating portion of the torque applying device 30 is rotationally driven by the power transmitted by the belt mechanism 24. That is, the shaft portion 314 (rotating frame 31) serves as the input shaft of the torque applying device 30.

[0095] A pair of bearings 314b are provided on the inner periphery of both ends of the shaft portion 314 (i.e., the portions supported by the bearing portion 351 or the bearing portion 353). The shaft 34 is passed through the hollow portion of the shaft portion 314 and is rotatably supported by the pair of bearings 314b. The tip of the shaft 34 protrudes outward from the tip of the shaft portion 314. A drive pulley 251 of the belt mechanism 25 is coaxially attached to the tip of the shaft 34 protruding from the shaft portion 314, and the belt mechanism 25 is driven by the power output from the shaft 34. In other words, the shaft 34 serves as the output shaft of the torque applying device 30.

[0096] The torque output from the 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 25 is obtained by superimposing the torque generated by the motor 32 and the reducer 33 on the rotation of the rotating frame 31 driven by the belt mechanism 24. The torque imparting device 30 adds the torque generated by the torque imparting device 30 to the rotational motion transmitted to the shaft portion 315 of the rotating frame 31, which is the input shaft, and outputs the result from the shaft 34, which is the output shaft.

[0097] The slip ring section 37 includes multiple pairs of slip rings 371, brushes 372, a support tube 373, a bearing section 374, a support post 375, and a support arm 376. The support tube 373 is coaxially connected to the shaft section 315 of the rotating frame 31. The tip of the support tube 373 is rotatably supported by the bearing section 374. The support arm 376 is disposed in parallel to the support tube 373, and one end of the support arm 376 is fixed to the support post 375 disposed on the rotating frame 31 side, and the other end of the support arm 376 is fixed to the frame of the bearing section 374.

[0098] The multiple slip rings 371 are arranged at regular intervals in the axial direction and attached to the outer periphery of a support tube 373. The multiple brushes 372 are disposed so as to face and contact the outer periphery of the corresponding slip rings 371, and are attached to a support arm 376.

[0099] A lead wire (not shown) is connected to each slip ring 371. The lead wire is passed through the hollow part of the support tube 373 and drawn out to the hollow part of the shaft part 315 of the rotating frame 31. A cable 325 of the motor 32 is passed through the hollow part of the shaft part 315, and a plurality of wires included in the cable 325 are connected to the lead wires of the corresponding slip rings 371. In addition, the brush 372 is connected to the driver 32a (FIG. 38). That is, the motor 32 and the driver 32a are connected via the slip ring part 37.

[0100] The rotary encoder 38 is attached to a bearing portion 374 of the slip ring portion 37. In addition, a support tube 373 that rotates integrally with the rotating frame 31 is connected to the input shaft of the rotary encoder 38.

[0101] 11 , the belt mechanism 25 includes a driving pulley 251 attached to the output shaft (shaft 34) of the torque applying device 30, a driven pulley 252 attached to the input shaft (transmission shaft 261) of the transmission shaft section 26, and a belt 253 wound around the driving pulley 251 and the driven pulley 252, and transmits the power output from the torque applying device 30 to the transmission shaft section 26. The belt 253 is, for example, a toothed belt having the same configuration as the belt 151 described above. The type of the belt 253 may be different from that of the belt 151.

[0102] The transmission shaft portion 26 includes a transmission shaft 261, a pair of bearing portions 262 that rotatably support the transmission shaft 261, a disc brake 263, a sliding constant velocity joint 265, a transmission shaft 266, and a bearing 267 that rotatably supports the transmission shaft 266. The disc brake 263 includes a disc rotor 263a attached to the transmission shaft 261, and a caliper 263b that applies friction to the disc rotor 263a to perform braking.

[0103] One end of the transmission shaft 261 is attached with the driven pulley 252 of the belt mechanism 25, and the other end is connected to one end of a sliding constant velocity joint 265 via a disc rotor 263a. The other end of the sliding constant velocity joint 265 is connected to the spindle 52 via a transmission shaft 266. The sliding constant velocity joint 265 is configured to be able to transmit rotation smoothly without rotation fluctuations regardless of the operating angle (i.e., the angle between the input shaft and the output shaft). Furthermore, the sliding constant velocity joint 265 is also capable of varying its axial length (transmission distance).

[0104] The spindle 52 to which the test wheel W is attached is supported by the alignment unit 40 so that its angle and position can be changed. By connecting the transmission shaft 261 and the spindle 52 via a sliding constant velocity joint 265, even if the angle or position of the spindle 52 changes, the sliding constant velocity joint 265 can flexibly follow this change. Therefore, no large strain is applied to the spindle 52 or the transmission shaft 261, and power is transmitted smoothly.

[0105] Fig. 19 is a diagram showing a schematic structure of the alignment section 40. Figs. 20, 21, 22 and 23 are views taken along the lines AA, BB, CC and DD in Fig. 19, respectively.

[0106] The alignment section 40 includes a load adjustment section 42 , a camber adjustment section 44 and a slip angle adjustment section 46 .

[0107] The load adjustment unit 42 is a mechanism that adjusts the load (vertical load received from the road surface 63a) applied to the test wheel W by changing the height of the spindle 52 and the test wheel W attached to the spindle 52 (more specifically, the distance from the road surface 63a to the center C of the test wheel W). The load adjustment unit 42 includes a lifting frame 421 (first movable frame) that is movable up and down (in the Z-axis direction) relative to the base 11, a plurality of linear guides 422 (two pairs in the illustrated embodiment) that guide the up and down movement of the lifting frame 421, and one or more Z-axis drive units 43 (one pair in the illustrated embodiment) that drive the lifting frame 421 up and down.

[0108] A shed-shaped (or gazebo-shaped) alignment mechanism support part 214 that houses the alignment part 40 is provided on the left side of the main frame 21 of the carriage 20. The lifting frame 421 is housed in the alignment mechanism support part 214. The linear guide 422 has a rail 422a that extends vertically and one or more (two in the illustrated embodiment) running parts 422b that can run on the rail 422a. One of the rail 422a and the running part 422b of each linear guide 422 is attached to the alignment mechanism support part 214, and the other is attached to the lifting frame 421.

[0109] The Z-axis drive unit 43 (first drive unit) includes a motor 431 and a ball screw 432 (motion converter) that converts the rotational motion of the motor 431 into linear motion in the Z-axis direction. The ball screw 432 includes a screw shaft 432a connected to the shaft of the motor 431, a nut 432b that meshes with the screw shaft 432a, and bearings 432c and 432d that rotatably support the screw shaft 432a. The motor 431 and the two bearings 432c and 432d are attached to the alignment mechanism support part 214, and the nut 432b is attached to the lifting frame 421.

[0110] When the ball screw 432 is driven by the motor 431, the lifting frame 421 moves up and down together with the nut 432b. Accordingly, the test wheel W moves up and down via the camber adjustment unit 44, the slip angle adjustment unit 46, and the spindle unit 50 supported by the lifting frame 421, and a load according to the drive amount of the ball screw 432 (i.e., the height of the test wheel W) is applied to the test wheel W.

[0111] In this embodiment, the screw shaft 432a is directly connected to the motor 431, but the motor 431 and the screw shaft 432a may be connected via a reduction gear or a gear device such as a worm gear that reduces the rotation speed.

[0112] Although a feed screw mechanism is used as the motion converter in this embodiment, other types of motion converters capable of converting rotary motion into linear motion may also be used.

[0113] In this embodiment, the motor 431 is a servo motor, but other types of motors that allow the amount of actuation to be controlled may also be used as the motor 431.

[0114] The camber adjustment unit 44 is φ The camber adjustment unit 44 is a mechanism for adjusting the camber angle, which is the inclination of the test wheel W with respect to the road surface, by rotating the spindle 52 around an axis (an axis extending in the front-rear direction passing through the center C of the test wheel W). φIt is equipped with a φ rotating frame 441 (second movable frame) that can rotate around an axis, a pair of bearings 442 that rotatably support the φ rotating frame 441, a pair of curved guides 443 that guide the rotation of the φ rotating frame 441, and a pair of left and right φ driving units 45 (second driving units) that drive the rotation of the φ rotating frame 441.

[0115] As shown in Fig. 19, the φ rotating frame 441 and the lifting frame 421 of this embodiment have a gate-like (∩-shaped) shape when viewed in the Y-axis direction. The φ rotating frame 441 is housed in the hollow portion of the ∩-shaped lifting frame 421. The front and back of the φ rotating frame 441 each have an E φ A cylindrical pivot 441a is provided which protrudes outward (i.e., in the direction away from the test wheel W) coaxially with the axis. Each pivot 441a is rotatably supported by a pair of bearings 442 attached to the lifting frame 421. The φ rotating frame 441 rotates about the pivot 441a, φ The pivot 441a is supported rotatably around the axis. The bearing 442 may be attached to the φ rotation frame 441, and the pivot 441a may be attached to the lifting frame 421. The shapes of the φ rotation frame 441 and the lifting frame 421 are not limited to those of this embodiment, and may be any shape having a hollow portion capable of accommodating the spindle unit 50 and the like.

[0116] Curved guide 443 is E φ The elevator includes an arc-shaped curved rail 443a arranged concentrically with the axis, and one or more (two in the illustrated embodiment) running parts 443b that can run on the curved rail 443a. One of the curved rail 443a and the running parts 443b is attached to the lifting frame 421, and the other is attached to the φ rotation frame 441.

[0117] The φ drive unit 45 includes a pair of spur gears 453 attached to the front and back of the φ rotation frame 441, a pair of pinions 452 meshing with the spur gears 453, and a pair of motors 451 driving the pinions 452. Alternatively, the spur gears 453 may be attached to the lifting frame 421, and the motors 451 may be attached to the φ rotation frame 441. The spur gears 453 are E φ The arc shape is formed around the axis (i.e., E φ In the illustrated embodiment, the spur gear 453 is an internal gear, but it may be an external gear.

[0118] The motor 451 is attached to the lifting frame 421, and the pinion 452 is coupled to a shaft 451s of the motor 451. Although the motor 451 in this embodiment is a servo motor, another type of motor capable of controlling the amount of operation may be used as the motor 451.

[0119] When the pinion 452 is rotated by the motor 451, the φ rotation frame 441 rotates together with the spur gear 453 meshing with the pinion 452 relative to the lifting frame 421. φ As a result, the test wheel W supported by the φ rotating frame 441 via the slip angle adjustment unit 46 and the spindle unit 50 rotates around the axis E φ It rotates around an axis and the camber angle changes.

[0120] The slip angle adjustment unit 46 is θ This mechanism adjusts the slip angle, which is the inclination of the test wheel W (more specifically, the wheel center plane perpendicular to the axle) with respect to the running direction (X-axis direction) of the carriage 20, by changing the direction around the axis (the axis extending vertically through the center C of the test wheel W). As shown in FIG. 19, the slip angle adjustment unit 46 adjusts the slip angle of the test wheel W (more specifically, the wheel center plane perpendicular to the axle) with respect to the running direction (X-axis direction) of the carriage 20. θ It includes a θ rotating frame 461 (third movable frame) that is rotatable about an axis, a bearing 462 that rotatably supports the θ rotating frame 461, and a θ driving unit 47 that drives the θ rotating frame 461 to rotate.

[0121] The θ rotating frame 461 is housed in a hollow portion of the φ rotating frame 441, which is gate-shaped (∩-shaped) when viewed in the Y-axis direction. θ A pivot 461a is provided which protrudes coaxially with the axis of the φ rotating frame 441. The pivot 461a is rotatably supported by a bearing 462 attached to the top plate of the φ rotating frame 441. The θ rotating frame 461 rotates around the pivot 461a. θ It is supported so as to be rotatable about an axis.

[0122] The θ drive unit 47 includes a spur gear 473 attached to the θ rotation frame 461 and one or more (a pair of in the illustrated embodiment) pinions 474 meshing with the spur gear 473. 7 2 and each pinion 4 7 The motor 471 is attached to the φ rotating frame 441 and has one or more (a pair in the illustrated embodiment) motors 471 for rotating the pinion 461. The spur gear 473 is coaxially coupled to the pivot 461a. The motor 471 is attached to the φ rotating frame 441 and has a pinion 4 7 2 is attached to the shaft of motor 471.

[0123] 24 is a diagram showing a schematic structure of the spindle unit 50 (wheel support unit). The spindle unit 50 is attached to the lower end of the θ rotation frame 461. The spindle unit 50 includes a frame 51 fixed to the θ rotation frame 461, a plurality of bearings 53 (a pair in the illustrated embodiment) attached to the frame 51, a spindle 52 rotatably supported by the bearings 53, a six-component force sensor 54 that detects the force applied to the test wheel W, and a wheel hub 55 that is coaxially attached to the tip of the spindle 52 via the six-component force sensor 54. The six-component force sensor 54 includes a plurality of piezoelectric elements (not shown). The wheel rim Wr (FIG. 1) of the test wheel W is attached to the wheel hub 55.

[0124] A transmission shaft 266 of the transmission shaft portion 26 is connected to an end of the spindle 52. The transmission shaft 266 is rotatably supported by a bearing 267 attached to the frame 51 of the spindle portion 50.

[0125] The alignment unit 40 is arranged so that the position of the test wheel W does not move even if the camber angle (φ angle) or slip angle (θ angle) is changed. θ Axis, E φ Axle and The axis of rotation of the test wheel W is E λ The three axes of the shafts are configured to intersect at a single point at the center C of the test wheel W.

[0126] 25 is a cross-sectional view of the road surface portion 60. The road surface portion 60 comprises a frame 61 and a main body portion 60a supported by the frame 61. The main body portion 60a comprises a base 62 and a pavement portion 63 held on the base 62. A recess 621 is formed on the upper surface of the base 62, extending in the extension direction of the road surface portion 60 (i.e., the X-axis direction which is the running direction of the carriage 20). The pavement portion 63 is formed, for example, by filling the recess 621 with a simulated pavement material described later and hardening it. A road surface 63a on which the test wheel W comes into contact is formed on the upper surface of the pavement portion 63.

[0127] In this embodiment, the main body 60a is composed of a main body unit 600a, which is a road surface unit (a replaceable structure including at least a part of the road surface 63a), and is detachably attached to the frame 61. The road surface unit is not limited to the form in which the main body 60a is unitized as in this embodiment (referred to as the "main body unit"), but can also be a form in which only the pavement portion 63 is unitized (referred to as the "pavement portion unit") or a form in which the entire road surface portion 60 including the frame 61 is unitized (referred to as the "road surface portion unit").

[0128] The main body 60a of this embodiment is composed of a plurality of main body units 600a obtained by dividing the main body 60a in the extension direction of the road surface portion 60, and each main body unit 600a can be replaced. The entire main body 60a may be formed as a single replaceable road surface unit.

[0129] As in this embodiment, by configuring the road surface portion 60 from road surface units such as the main body unit 600a, it becomes possible to replace at least a part of the road surface 63a by replacing the road surface unit.

[0130] For example, it is possible to change the type (e.g., material, structure, surface shape, etc.) of the pavement section 63 only in the central portion by replacing only the main body unit 600a in the extension direction (X-axis direction) of the road surface section 60. Also, the type of the pavement section 63 may be changed for each main body unit 600a so that, for example, the friction coefficient of the road surface 63a in the extension direction of the road surface section 60 changes.

[0131] A recess 622 that fits into a protrusion 612 provided on the upper surface of the frame 61 is provided on the lower surface of the base 62. The main body unit 600a is placed on the frame 61 so that the protrusion 612 fits into the recess 622, and the two are fixed together by a fixing means (not shown) such as a bolt or a cam lever, whereby the main body unit 600a is detachably attached to the frame 61.

[0132] In this embodiment, the frame 61 is also formed of a plurality of frame units 610 obtained by dividing the frame 61 in the extension direction of the road surface portion 60, and each frame unit 610 can be replaced.

[0133] In this embodiment, the frame unit 610 and the main body unit 600a are formed to have the same length, and the road surface unit 600, which is the frame unit 610 to which the main body unit 600a is attached, can be replaced as a unit.

[0134] In addition, in this embodiment, the paving section 63 is formed integrally with the base 62, but the paving section 63 may be configured to be detachable from the base 62. For example, the paving section 63 may be configured from a plurality of paving section units 630 obtained by dividing the paving section 63 in the extension direction of the road surface section 60, and the paving section 63 may be configured to be replaceable in units of the paving section units 630. In this case, the paving section units 630 and the base unit 620 may be formed to have the same length, and the combined unit in which the paving section unit 630 is attached to the base unit 620 (in other words, the main body unit 600a in which the paving section 63 is detachable) may be replaceable. Also, the frame unit 610, the base unit 620, and the paving section unit 630 are assembled to produce the road surface section unit 600, and the road surface section unit 600 may be replaceable in units of the road surface section unit 600.

[0135] As described above, in this embodiment, a plurality of road surface section units 600 are connected to form the road surface section 60. With this configuration, it is possible to extend or shorten the road surface section 60 by adding or removing road surface section units 600. Also, by making the plurality of road surface units have the same structure, it becomes possible to efficiently manufacture the road surface section 60.

[0136] In this embodiment, like the road surface section 60, the track section 10 is also divided into a plurality of track section units 100 in the extension direction. The track section 10 can be extended or shortened by adding or deleting the track section units 100. The track section units 100 are formed to have the same length as the road surface section units 600. Therefore, the lengths of the track section 10 and the road surface section 60 can be made the same. Also, the track section 60 and the track section 10 may be configured to be extended, shortened or partially replaced in units of a composite unit in which the track section units 100 and the road surface section units 600 are integrated.

[0137] In the road surface portion 60 of this embodiment, a simulated pavement that simulates an asphalt-paved road (i.e., the impact on the tire, such as the amount of wear of the tire, is the same as that of an actual asphalt-paved road) is formed as the pavement portion 63. The simulated pavement is formed by molding and hardening a simulated pavement material in which a binder, such as urethane resin or epoxy resin, is added to aggregate, such as ceramics with excellent wear resistance, such as silicon carbide or alumina, which is crushed (and further processed, such as polished or etched, if necessary). By using such a simulated pavement material, a simulated road surface with excellent durability and stable road surface conditions (i.e., the amount of wear of the test tire T is stable) can be obtained. The amount of wear of the tire can be adjusted, for example, by the particle size of the aggregate or the amount of binder added.

[0138] Although the simulated pavement in this embodiment has a single layer structure, it is also possible to use a simulated pavement in which, for example, multiple layers made of different materials are laminated in the thickness direction. Also, it is also possible to use a simulated pavement that simulates a paving stone pavement, a brick pavement, a concrete pavement, or the like, by adjusting, for example, the type and granularity of the aggregate, the type and amount of the binder, or the like.

[0139] In addition, the road surface 63a may be formed so as to cause more (or less) damage to the tires than an actual road surface. By using the road surface 63a that has a greater effect on the tires than an actual road surface, accelerated tire deterioration testing can be performed.

[0140] The pavement 63 may be formed from an actual pavement material (for example, an asphalt mixture used for the surface layer of an asphalt pavement). The pavement 63 may be a reproduction or imitation of an actual pavement, not only for the outermost layer that forms the road surface, but also for the sub-layer structure.

[0141] In the tire testing device 1 of the present embodiment, since the road surface 63a does not move during testing, the test can be performed in a state where foreign matter that affects tire performance (for example, water, snow, muddy water, soil, sand, gravel, oil, or simulants thereof) is scattered on the road surface 63a. For example, a wet braking test can be performed by performing the test in a state where water is scattered on the road surface 63a.

[0142] Here, a modified example of the road surface portion 60 will be described. FIG. 26 is a cross-sectional view of a road surface portion 60A, which is a modified example of the road surface portion 60. The road surface portion 60A includes a frame portion 67 attached to a base 62. The frame portion 67 is watertightly joined to the base 62 by caulking or the like, and forms a tank 68 together with the base 62 and the pavement portion 63. Foreign matter that affects the performance of the tire (e.g., water, gravel, soil, fallen leaves, etc.) is placed in the tank 68 so as to cover the road surface 63a. By using the tank 68, it is possible to deposit a thick layer of foreign matter on the road surface 63a. Note that the frame portion 67 of this modified example is attached to the upper surface of the base 62, but the frame portion 67 may be attached to the side of the base 62. The frame portion 67 may also be attached to the upper surface of the pavement portion 63.

[0143] The road surface portion 60A is also provided with a temperature adjustment means 64 capable of adjusting the temperature of the road surface 63a. The temperature adjustment means 64 of this modified example has a flow path 64a embedded in the base 62, a temperature sensor 64b for detecting the temperature of the road surface 63a, and a temperature adjustment device 64c (FIG. 38). The temperature sensor 64b is, for example, a contact type temperature sensor using a thermocouple or a thermistor, or a non-contact type temperature sensor such as an infrared sensor. The temperature adjustment device 64c is connected to the control unit 72 and adjusts the temperature of the road surface 63a to a set temperature based on a command from the control unit 72. Specifically, the temperature adjustment device 64c adjusts the temperature of a heat medium (for example, water containing oil or antifreeze) based on the detection result of the temperature sensor 64b, and sends this heat medium to the flow path 64a. The road surface 63a can be adjusted to a predetermined temperature by flowing the heat medium whose temperature has been adjusted by the temperature adjustment device through the flow path 64a. In addition, the surface of the base 62 is covered with a heat insulating material 69 in order to stabilize the temperature of the road surface 63a and to increase the efficiency of heat utilization.

[0144] The temperature adjustment means 64 can adjust the temperature of the road surface 63a in a wide range from low (e.g., -40°C) to high (e.g., 80°C). A frozen road surface can be formed by storing water in the tank 68 and setting the set temperature of the road surface 63a below freezing. That is, by using the road surface portion 60A of this modified example, it is possible to perform braking tests on ice. Also, with snow put in the tank 68, it is possible to perform braking tests on snow.

[0145] The flow paths 64a are formed parallel to the road surface 63a and meander at equal intervals within the base 62. The base 62 is divided into a plurality of sections (base units 620) in the extension direction, and each section is provided with an individual flow path 64a. This configuration makes it possible to adjust the temperature of the entire road surface 63a to a more uniform temperature.

[0146] Next, a description will be given of the load detection unit 165. The load detection unit 165 is a component capable of detecting the distribution of the load applied to the tire tread.

[0147] 27 and 28 are a plan view and a right side view, respectively, showing the load detection unit 165 and its surroundings of the road surface portion 60. Also, FIGS. 29 to 31 are views showing the load detection unit 165, respectively. Back 1A is a front view, a right side view, and a plan view.

[0148] 27 and 28, a long and narrow recess 60p is formed in the Y-axis direction on the upper surface of the main body 60a of the road surface portion 60. The load detection portion 165 is housed in the recess 60p and fixed to the bottom surface of the recess 60p.

[0149] As shown in Figs. 29-31, the load detection section 165 includes a fixed frame 1658, a movable frame 1659, a pair of linear guides 1654, a sensor array unit 1650, a moving unit 1655, and a sensor position detection section 1656. Note that in Fig. 29, the linear guides 1654 and a rail support section 1658b of the fixed frame 1658, which will be described later, are omitted from illustration. The movable frame 1659 is supported by the pair of linear guides 1654 so as to be movable in the Y-axis direction (i.e., the width direction of the road surface section 60). The sensor array unit 1650 is attached to the upper surface of the movable frame 1659. The sensor array unit 1650 will be described in detail later.

[0150] FIG. 32 is a plan view showing the load detection section 165 with the movable section (that is, the movable frame 1659 and the sensor array unit 1650) removed.

[0151] 30 and 32, the fixed frame 1658 includes a substantially rectangular base plate 1658a and a pair of rail support parts 1658b fixed to the upper surface of the base plate 1658a. The pair of rail support parts 1658b are arranged at an interval in the X-axis direction with their length directions aligned in the Y-axis direction.

[0152] The linear guide 1654 includes a rail 1654a extending in the Y-axis direction and a plurality of (three in this embodiment) carriages 1654b (hereinafter referred to as "runners 1654b") that can run on the rail 1654a. The rail 1654a is attached to the upper surface of a rail support portion 1658b. The runners 1654b are attached to the lower surface of a movable frame 1659. The linear guide 1654 guides the movement of the movable frame 1659 in the Y-axis direction.

[0153] The moving unit 1655 is disposed between the pair of rail support parts 1658b and the linear guide 1654. The moving unit 1655 includes a motor 1655m and a ball screw 1655b. The ball screw 1655b includes a screw shaft 1655ba, a nut 1655bb, a bearing part 1655bc, and a bearing part 1655bd. The motor 1655m in this embodiment is a servo motor, but another type of motor capable of controlling the amount of operation may be used as the motor 1655m.

[0154] The screw shaft 1655ba is rotatably supported at both ends by a pair of bearings 1655bc and 1655bd. One end of the screw shaft 1655ba is connected to the shaft of a motor 1655m. A nut 1655bb that meshes with the screw shaft 1655ba is attached to the lower surface of a movable frame 1659. When the screw shaft 1655ba is rotated by the motor 1655m, the movable frame 1659 and the sensor array unit 1650 move in the Y-axis direction together with the nut 1655bb. That is, the position of the sensor array unit 1650 in the Y-axis direction can be changed by the rotational drive of the motor 1655m.

[0155] 32, the sensor position detection unit 1656 includes a movable arm 1656a, a plurality of (three in this embodiment) proximity sensors 1656c, and a sensor attachment unit 1656b. The movable arm 1656a has an end portion fixed to a movable frame 1659 and is movable in the Y-axis direction together with the movable frame 1659. The sensor attachment unit 1656b is attached to a fixed frame 1658.

[0156] The multiple proximity sensors 1656c are arranged at intervals (eg, at equal intervals) in the Y-axis direction with their detection surfaces 1656cf facing in the positive direction of the X-axis, and are attached to the sensor attachment portion 1656b.

[0157] A proximity portion 1656ap that is close to the proximity sensor 1656c is formed at the tip of the movable arm 1656a. In this embodiment, the proximity portion 1656ap is formed by bending the tip of the movable arm 1656a into a crank shape. The proximity portion 1656ap is disposed at the same height as the detection surfaces 1656cf of the multiple proximity sensors 1656c. In addition, the detection surfaces 1656cf of the multiple proximity sensors 1656c are disposed at intervals within the movable range of the proximity portion 1656ap in the Y-axis direction.

[0158] Fig. 33 is an enlarged view of an area E surrounded by a two-dot chain line in Fig. 29. As shown in Fig. 29 and Fig. 33, the sensor array unit 1650 includes a frame 1650a and a plurality of (150 in this embodiment) load detection modules 1650m. A recess 1650ap that is long in the Y-axis direction is formed in the center of the upper surface 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.

[0159] The load detection modules 1650m are arranged at equal intervals (for example, with almost no gaps) in a lattice pattern in two directions, the X-axis direction and the Y-axis direction. In this embodiment, 150 load detection modules 1650m are arranged in 5 rows in the X-axis direction and 30 rows in the Y-axis direction.

[0160] The load detection module 1650m includes a three-component force sensor 1651, a paving section 1652, and a bolt 1653. The three-component force sensor 1651 is a cylindrical piezoelectric element with a central axis facing the Z-axis direction. The paving section 1652 is a rectangular parallelepiped member with equal lengths in the X-axis direction and the Y-axis direction, formed from, for example, the same simulated paving material or paving material as the paving section 63. The shapes of the three-component force sensor 1651 and the paving section 1652 are not limited to these shapes. For example, the shape of the three-component force sensor 1651 may be a rectangular parallelepiped, and the shape of the paving section 1652 may be a cylinder.

[0161] A hole 1651b penetrating in the Z-axis direction is formed in the center of the cylindrical three-component force sensor 1651. A bolt hole 1652b extending in the Z-axis direction is formed in the center of the pavement 1652. The load detection module 1650m is integrated and fixed to the frame 1650a by a bolt 1653 passed through the hole 1651b of the three-component force sensor 1651 and screwed into the bolt hole 1652b of the pavement 1652. The upper surface of the pavement 1652 is arranged horizontally at the same height to form the road surface 1652a. The area in the X-axis and Y-axis directions in which the load detection modules 1650m are arranged becomes the detection area of ​​the sensor array unit 1650. The width (i.e., the length in the Y-axis direction) Ly (Figure 31) of the detection area of ​​the sensor array unit 1650 is sufficiently wider than the tread width of the test tire T so that the entire width of the tire tread of the test tire T can come into contact with the road surface 1652a.

[0162] The three-component force sensor 1651 detects the following three types of forces f applied to the road surface 1652a of each load detection module 1650m (i.e., applied to the tire tread): R , f T and f L is detected. a) radial force f R b) Tangential force f T c) Lateral force f L

[0163] By using the load detection unit 165, it is possible to detect the distribution of the force that the road surface receives from the tire tread of the test tire T (that is, the force applied to the tire tread) and its change over time.

[0164] 38 is a block diagram showing a schematic configuration of a 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 with the outside.

[0165] The motor 141 of each drive section 14, the motor 32 of the torque applying device 30, the motor 431 of the load adjusting section 42, the motor 451 of the camber adjusting section, the motor 471 of the slip angle adjusting section 46, and the motor 1655m of the moving unit 1655 are connected to the control section 72 via drivers 141a, 32a, 431a, 451a, 471a, and 1655a, respectively. Also, the control section 72 is connected to a temperature adjusting device 64c.

[0166] The control unit 72 and each of the drivers 141a, 32a, 431a, 451a, and 471a are communicatively connected by optical fibers, enabling high-speed feedback control between the control unit 72 and each of the drivers. This enables synchronous control with higher precision (high resolution and high accuracy on the time axis).

[0167] The six-component force sensor 54 of the spindle unit 50, the three-component force sensor 1651 of the load detection unit 165, and the proximity sensor 1656c of the sensor position detection unit 1656 are connected to the measurement unit 74 via the amplifiers 54a, 1651a, and 1656ca, respectively. The signals from the six-component force sensor 54, the three-component force sensor 1651, and the proximity sensor 1656c are amplified by the amplifiers 54a, 1651a, and 1656ca, respectively, and then converted into digital signals in the measurement unit 74, thereby generating measurement data. The measurement data is input to the control unit 72. Note that in FIG. 38, only one each of the three-component force sensor 1651, the amplifier 1651a, the proximity sensor 1656c, and the amplifier 1656ca are shown.

[0168] Phase information detected by a rotary encoder RE built into each of the motors 141, 32, 431, 451, 471, and 1655m is input to the control unit 72 via each of the drivers 141a, 32a, 451a, 471a, and 1655a, respectively.

[0169] The interface unit 76 includes, for example, one or more of a user interface for inputting and outputting data with a user, a network interface for connecting to various networks such as a LAN (Local Area Network), and various communication interfaces such as a Universal Serial Bus (USB) and a General Purpose Interface Bus (GPIB) for connecting to external devices. The user interface also includes, for example, one or more of various input / output devices such as various operation switches, a display, various display devices such as an LCD (Liquid Crystal Display), various pointing devices such as a mouse and a touch pad, a touch screen, a video camera, a printer, a scanner, a buzzer, a speaker, a microphone, a memory card reader / writer, and the like.

[0170] The control unit 72 can make the carriage 20 run at a predetermined speed by synchronously controlling the driving of the motors 141 of the drive units 14 based on speed setting data input via the interface unit 76. In this embodiment, all four drive units 14 are driven in the same phase (more precisely, the drive units 14LA and 14LB on the left side and the drive units 14RA and 14RB on the right side are driven in opposite phases [reverse rotation]).

[0171] Furthermore, the control unit 72 can apply a predetermined longitudinal force to the test tire T by controlling the driving of the motor 32 of the torque applying device 30 based on setting data of the longitudinal force (braking force or driving force) to be applied to the test tire T acquired via the interface unit 76. The control unit 72 can also apply a predetermined torque to the test wheel W by controlling the torque applying device 30 based on setting data of torque (or setting data of acceleration) instead of the setting data of the longitudinal force.

[0172] The control unit 72 can synchronize the control of the drive unit 14, which causes the carriage 20 to run at a predetermined running speed (and at the same time rotates the test tire T at a peripheral speed approximately the same as the running speed), and the control of the torque imparting device 30, which applies longitudinal force (or torque) to the test tire T, based on a synchronization signal.

[0173] The torque waveform generated by the torque applying device 30 may be a basic waveform such as a sine wave, a half sine wave, a sawtooth wave, a triangular wave, a trapezoidal wave, etc., or a longitudinal force (or torque) waveform measured in a road test, a longitudinal force (or torque) waveform obtained by a simulation calculation, or any other composite waveform (for example, a waveform generated by a function generator, etc.).

[0174] Similarly, for controlling the running speed of the carriage 20 (or the rotation speed of the test wheel W), in addition to the basic waveform, a waveform of the wheel rotation speed measured in a road test, a waveform of speed change obtained by simulation calculation, or any other composite waveform (for example, a waveform generated by a function generator, etc.) can be used.

[0175] Next, a procedure for changing the position of the sensor array unit 1650 in the Y-axis direction by the moving unit 1655 will be described. In the initial state shown in Fig. 32, the sensor array unit 1650 is disposed at a position where the proximity part 1656ap of the movable arm 1656a faces the detection surface 1656cf of the central proximity sensor 1656c. For example, when a command is issued to move the sensor array unit 1650 to the left (positive direction of the Y-axis) by a user operation on the touch screen, the control unit 72 transmits a counterclockwise rotation command to the driver 1655a so that the sensor array unit 1650 moves in the positive direction of the Y-axis. The driver 1655a that receives the counterclockwise rotation command supplies a driving current to the motor 1655m for counterclockwise rotation. When the motor 1655m is driven counterclockwise by a drive current, the screw shaft 1655ba rotates counterclockwise together with the shaft of the motor 1655m, and the sensor array unit 1650 moves together with the nut 1655bb and the movable frame 1659 in the positive direction of the Y axis.

[0176] When the sensor array unit 1650 moves in the positive direction of the Y axis, the proximity part 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 stops detecting the proximity. Eventually, the proximity part 1656ap of the movable arm 1656a reaches a position facing the detection surface 1656cf of the left (positive Y axis) proximity sensor 1656c. At this time, the left proximity sensor 1656c detects the proximity and outputs a proximity signal indicating the detection of the proximity. The measurement unit 74, which has received the proximity signal via the amplifier 1656ca, notifies the control unit 72 that the sensor array unit 1650 has reached the fixed position on the left side. The control unit 72, which has received the notification from the measurement unit 74, sends a command to the driver 1655a to stop driving. The driver 1655a, which has received the command to stop driving, stops supplying the driving current to the motor 1655m. As a result, the shaft of the motor 1655m and the screw shaft 1655ba stop rotating, and the nut 1655bb and the sensor array unit 1650 also stop rotating, completing the movement of the sensor array unit 1650.

[0177] By installing the moving unit 1655, it is possible to shorten the length Ly (Figure 31) of the detection area of ​​the sensor array unit 1650 in the Y-axis direction, thereby reducing the number of load detection modules 1650m required to measure the load distribution, and thereby reducing the costs required for manufacturing and maintaining the sensor array unit 1650.

[0178] Next, there will be described a method for acquiring the distribution of the load applied to the tire tread using the load detection unit 165. Fig. 34 is a flowchart showing the steps of the method for acquiring the distribution of the load applied to the tire tread.

[0179] When the power switch of the tire testing apparatus 1 is turned on, the control unit 72 first performs an initialization process S1. As shown in FIG. 1, in the initial state, the carriage 20 is in an initial position (initial running position) P1 set near the end of its movable range in the negative X-axis direction. X0 The lifting frame 421 (FIG. 19) is positioned at an initial position P Z0 It is placed at the initial position P Z0 At this point, the test wheel W rises from the road surface 63a, making it possible to attach / detach the test wheel W and adjust the alignment. Also, the camber and slip angle are adjusted to preset values ​​by the camber adjustment unit 44 and the slip angle adjustment unit 46, respectively.

[0180] With the test wheel W lifted off the road surface 63a, the motor 32 of the torque applying device 30 is driven, and the test wheel W moves to a rotational position θ W is the initial rotation position θ W0 Then, the initialization process S1 is completed. H indicates the travel position P of the carriage 20. X In the initial state, the torque applying device 30 is always at the initial rotation position θ H0 will be placed in.

[0181] After the initialization process S1 is completed, when an instruction to start the test is given, for example, by a user operation on the touch screen (S2: YES), the measurement set number k, which is a counter, is reset to 1 (S3). Then, the test wheel W is lowered by the load adjustment unit 42 so that it touches the road surface 63a, and the set load is applied (S4).

[0182] Next, the first measurement set S5 is performed. In the measurement set S5, the motor 141 of each drive unit 14 is driven, the carriage 20 runs at a set running speed, and the test wheel W rotates at a peripheral speed substantially the same as the running speed of the carriage 20. In addition, the motor 32 of the torque applying device 30 is driven, and a set torque is applied to the test wheel W.

[0183] In the measurement set S5, the forces applied to the road surface 1652a and the test wheel W are detected by the three-component force sensor 1651 of the load detection unit 165 and the six-component force sensor 54 of the spindle unit 50 at predetermined time intervals (for example, 5 millisecond intervals). The time intervals of detection by the three-component force sensor 1651 and the six-component force sensor 54 are appropriately set according to the test conditions (for example, the running speed of the carriage 20 and the required test accuracy).

[0184] In addition, in the measurement set S5, the travel position P X and the rotational position θ of the test wheel W W is calculated at a predetermined time interval (for example, the same time interval as the detection by the three-component force sensor 1651). X is calculated from the detection result of the rotary encoder RE (FIG. 38) built in the motor 141 of the drive unit 14, the reduction ratio of the belt mechanism 142, and the pitch circle diameter of the drive pulley 152 of the belt mechanism 15. X is defined as the position of the rotation axis Ay of the test wheel W in the running direction of the carriage 20 (X-axis direction).

[0185] Rotational position θ of test wheel W Wis calculated based on the detection results of the rotary encoder 38 of the torque applying device 30 and the rotary encoder RE built into the motor 32. Specifically, the rotational position θ W is the rotational position θ of the shaft 321 of the motor 32 detected by the rotary encoder RE of the motor 32. M (However, the initial rotation position θ M0 is set to 0 [rad].) multiplied by the reduction ratio of the reducer 33 (i.e., the rotational position θ S ) relative to the rotational position θ of the rotating frame 31 of the torque applying device 30 detected by the rotary encoder 38. H It is calculated by adding to

[0186] The rotational position θ of the output from the torque applying device 30 T A detection means such as a rotary encoder for detecting the rotational position θ of the test wheel W (for example, the rotational position of the spindle 52 or the transmission shafts 261 and 266) is provided. W Alternatively, the configuration may be such that the above is detected directly.

[0187] The detection results of the three-component force sensor 1651 and the six-component force sensor 54 are detected at the same timing by the rotary encoder RE built in the motor 141 of the driving unit 14 (i.e., the travel position P X ) and the rotational position θ of the test wheel W W The detected force is stored in the storage device 721 of the control unit 72 (or in a storage means accessible by the control unit 72, such as the server 77 connected to the control unit 72 via a LAN) in association with the detection result of the three-component force sensor 1651. Note that the detection result of the three-component force sensor 1651 may be configured to record only the period when the test wheel W passes through the sensor array unit 1650 and a predetermined period before and after that. This can reduce the amount of data to be stored.

[0188] When the carriage 20 reaches the end of the travel section and stops, the load adjustment unit 42 raises the test wheel W to a height at which the test wheel W rises above the road surface 63a (for example, the same height as in the initial state) (S6). Then, the drive unit 14 is driven to move the carriage 20 to the initial position P X0 Go to (S7).

[0189] The above steps S4 to S9 are repeated until the number of measurement sets k reaches the specified number of times n (S8). If the number of measurement sets k has not reached the specified number of times n (S8: NO), the motor 32 of the torque applying device 30 is driven to rotate the test wheel W to the rotational position θ W is the rotational position θ W0 +k*Δθ W (S9), and the counter k is incremented (S12). That is, each time the number of measurement sets k is increased by one, the initial position P X0 Rotational position θ of test wheel W at W is the angular width Δθ W is changed one by one.

[0190] Angle width Δθ W is, for example, the central angle θ of the test wheel W corresponding to the length Lx (FIG. 30) of the detection area of ​​the sensor array unit 1650 in the X-axis direction. C1 (That is, the rotation angle θ when the test wheel W rolls the distance Lx C1 ) is set to the following value. For example, the angular width Δθ W is the central angle θ of the test wheel W corresponding to the arrangement interval δ of the load detection module 1650 m (Figure 30). C2 The same value as the central angle θ C2 is set to a value slightly smaller than

[0191] In addition, the angle width Δθ W may be set to, for example, 2π divided by a specified number of times n. In this case, the entire circumference of the test wheel W is measured thoroughly by the n-time measurement set.

[0192] When the measurement set is completed the prescribed number n (S8: YES), the load profile calculation S10 is then performed.

[0193] 35 is a flowchart showing the procedure of the load profile calculation S10. The load profile calculation S10 is a process of calculating load profile data based on the measurement results acquired by the n measurement sets S5.

[0194] The load profile data is based on three types of forces acting on the tire: radial force f R , tangential force f T and lateral force f L ) is data associated with planar coordinates on the road surface.

[0195] In the load profile calculation S10, first, the coordinates of each load detection module 1650m are calculated (S101). In this embodiment, the coordinates of the center point of the upper surface of the load detection module 1650m are defined as the coordinates of the load detection module 1650m.

[0196] 36 is a diagram showing the positional relationship between the load detection module 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 rows in the X-axis direction and 30 rows in the Y-axis direction. In the following description, the row number of the load detection module 1650m in the X-axis direction is p, the row number of the load detection module 1650m in the Y-axis direction is q, and the arrangement of the load detection modules 1650m is represented by a pair of positive integers [p, q] (hereinafter referred to as "address [p, q]").

[0197] In addition, the (x, y) coordinate system is used in the load profile calculation S10. The (x, y) coordinate system is a two-dimensional orthogonal coordinate system parallel to the (X, Y) coordinate system, with the center of the upper surface of the load detection module 1650m arranged at the address [3, 1] as the origin. That is, the xy plane is a plane on which the road surfaces 63a and 1652a of the road surface portion 60 are arranged. In this embodiment, the origin of the (x, y) coordinate system (i.e., the position of the load detection module 1650m at the address [3, 1]) is defined as the position of the sensor array unit 1650. In the following description, the coordinates with the fixed point as the origin are called absolute coordinates, and the coordinates with the movable point as the origin are called relative coordinates. In the load profile calculation S10, the absolute coordinates of each load detection module 1650m are calculated.

[0198] In this embodiment, the load detection modules 1650m are arranged at equal intervals δ in the x-axis direction and the y-axis direction. Therefore, the x and y coordinates of the address [p, q] are calculated by the following equations. x = (p-3)*δ y = (q-1)*δ

[0199] Next, the x-coordinate of the rotation axis Ay of the test wheel W (hereinafter referred to as "coordinate x Ay ") is calculated (S102). Ay is calculated by the following formula: x Ay = P X - S X however, P X : Running position P of test wheel W X (X coordinate of rotation axis Ay) S X : X coordinate of the origin of the (x,y) coordinate system

[0200] That is, in step S102, the coordinates of the rotation axis Ay of the test wheel W are converted from the XY coordinate system to the xy coordinate system.

[0201] Next, the running position P of the test wheel W X The relative position (relative coordinates) of the load detection module 1650m based on the rotation axis Ay is calculated (S103). r ,y r ) is calculated by the following formula: In this embodiment, the load profile data of the relative coordinates with respect to the rotation axis Ay is acquired. x r = x - x Ay y r = y

[0202] Next, all the measurement results (i.e., the radial force f measured by each load detection module 1650m) are R , tangential force f T and lateral force f L ) to the relative coordinate (x r ,y r ) to obtain three types of forces f R , f T and f L In step S104, the load profile data may be calculated as an approximate curved surface obtained by regression analysis (for example, curved surface fitting such as the least squares method).

[0203] In step S104, the rotational position θ of the test wheel W W Considering the rotational position θ W In this case, the load profile data may be calculated further taking into account the symmetry of the tread pattern of the test tire T about the rotation axis Ay. Specifically, the load profile data may be calculated based on the rotational position θ W Load profile data may be calculated for each.

[0204] In this embodiment, the measurement is performed for only one revolution of the test wheel W by n measurement sets, but it is also possible to increase the number of measurement sets and perform measurements for multiple revolutions. X0 Rotational position θ of test wheel W at W The central angle θ of the test wheel W corresponding to the arrangement interval δ of the load detection module 1650 m C2 Since multiple measurement sets are performed while changing the angle by one step, the resolution of the load profile data in the x-axis direction is about the arrangement interval δ of the load detection modules 1650 m. C2 1 / 10 of the rotation position θ W By repeatedly performing the measurement set while changing the central angle θ, the effective resolution in the x-axis direction can be made finer than the arrangement interval δ of the load detection modules 1650m. For example, C2 The rotation position θ W If the measurement set is repeated while changing, the effective resolution in the x-axis direction can be reduced to about δ / m.

[0205] In this embodiment, the length Lx (FIG. 30) of the detection area of ​​the sensor array unit 1650 in the X-axis direction is shorter than the length of the tire tread in the X-axis direction. Therefore, the entire load distribution of the tire tread cannot be obtained by rolling the test wheel W on the sensor array unit 1650 only once.

[0206] Therefore, in this embodiment, the rotational position θ of the test wheel W when rolling on the sensor array unit 1650 is W In this method, the load distribution on the tire tread is measured multiple times while shifting the load detection module 1650. This makes it possible to shorten the length of the detection area of ​​the sensor array unit 1650 in the X-axis direction and reduce the number of load detection modules 1650m required to measure the load distribution, thereby reducing the costs required for manufacturing and maintaining the sensor array unit 1650.

[0207] Furthermore, the effective resolution in the y-axis direction can be reduced by repeatedly performing measurement sets while changing the Y-axis position of the sensor array unit 1650 by a predetermined interval using the moving unit 1655. In this case, a motor capable of controlling the position (e.g., a servo motor or a stepping motor) is used as the motor 1655m of the moving unit 1655. For example, the effective resolution in the y-axis direction can be reduced to about 1 mm by repeatedly performing measurement sets while changing the Y-axis position of the sensor array unit 1650 by 1 mm.

[0208] Next, a load profile image created based on the calculated load profile data is displayed on the display device of the interface unit 76, and the load distribution applied to the tire tread is visualized (S11). Figure 37 shows an example of a load profile image. Figure 37(a) shows the tangential force f T , Figure 37(b) shows the lateral force f L , Figure 37(c) shows the radial force f R The load profile image shown in FIG. 37 shows the load profile image for each position (x r ,y r ) is converted into brightness. The form of the load profile image is not limited to that of this embodiment, and may be another form such as a three-dimensional CG image.

[0209] The above is a description of the embodiment of the present invention. The embodiment of the present invention is not limited to the above description, and various modifications are possible. For example, the embodiment of the present application also includes a configuration that appropriately combines the configurations of the embodiments etc. exemplified in this specification and / or the configurations of the embodiments etc. that are obvious to a person skilled in the art from the description in this specification.

[0210] Although the tire testing apparatus 1 includes two belt mechanisms 15 in the above embodiment, it may include one belt mechanism 15 or three or more belt mechanisms 15.

[0211] In the above embodiment, the belt mechanism 15 is driven by the power generated by a pair of drive units 14, but it may be configured to be driven by one drive unit 14 or three or more drive units 14.

[0212] In the above embodiment, toothed belts and toothed pulleys are used for each of the belt mechanisms 15, 24, and 25, but instead of the toothed belts for one or more of the belt mechanisms, flat belts, V-belts, or V-ribbed belts having multiple V-shaped ribs aligned in the width direction may be used. Also, a general-purpose belt having a core wire made of twisted glass fibers may be used. Also, instead of each belt mechanism, other types of winding transmission mechanisms such as a chain transmission mechanism or a wire transmission mechanism, or other types of power transmission mechanisms such as a ball screw mechanism, a gear transmission mechanism, or a hydraulic mechanism may be used.

[0213] In the above embodiment, the power for driving the carriage 20 and the power for driving the test wheel W (spindle 52) are supplied by a common drive unit 14 and transmitted by a common belt mechanism 15, but the present invention is not limited to this configuration. For example, the power for driving the carriage 20 and the power for driving the test wheel W may be generated by separate drive units and transmitted by separate power transmission means (for example, separate belt mechanisms). In this case, in order to match the running speed of the carriage 20 and the circumferential speed of the test wheel W, it is necessary to synchronously control the drive of the drive unit for driving the carriage and the drive unit for driving the test wheel.

[0214] In the above embodiment, a simple drive system and control system are realized by sharing parts (drive unit 14 and belt mechanism 15) of the mechanism (carriage drive means) that drives the carriage 20 and the mechanism (test wheel drive means) that drives the test wheel W. Sharing the carriage drive means and the test wheel drive means (particularly sharing the drive unit 14) is made possible by introducing the torque applying device 30 and separating the power sources for speed control and torque control of the test wheel W, thereby reducing the load on the drive unit 14.

[0215] In the above embodiment, a configuration is adopted in which the right drive units 14RA and 14RB function as both the carriage drive means and the rotational motion supply means, and the left drive units 14LA and 14LB function as the carriage drive means, but the present invention is not limited to this configuration. For example, a configuration may be adopted in which the left drive units 14LA and 14LB function as both the carriage drive means and the rotational motion supply means, and the right drive units 14RA and 14RB function as the carriage drive means. Also, a configuration may be adopted in which both the left drive units 14LA and 14LB and the right drive units 14RA and 14RB function as both the carriage drive means and the rotational motion supply means. This configuration can be used, for example, when the first follower unit 22 R A total of two shafts 223B of the left and right first driven parts 22 and 22L are connected to each other (in other words, the left and right first driven parts 22 R This is realized by replacing the two shafts 22A and 22L with a single long shaft 223B.

[0216] In the third variant described above, the initial position P Z0 Rotational position θ of test wheel W at W By changing the initial position P, it is possible to measure the load profile of the tire tread that is longer than the length Lx of the detection area of ​​the sensor array unit 1650 in the X-axis direction. However, by providing a means for changing the position of the sensor array unit 1650 in the X-axis direction, Z0 Rotational position θ of test wheel W at W This makes it possible to measure the load profile of the tire tread longer than the length Lx without changing the length L. The means capable of changing the position of the sensor array unit 1650 in the X-axis direction can be configured, for example, by a position-controllable motor and a feed screw mechanism (for example, a ball screw mechanism) similar to the moving unit 1655.

[0217] In the above embodiment, the rod 124a etc. is supported by a pair of single-row bearings 127a etc. in the guide mechanism 12 of the track portion 10, but the present invention is not limited to this configuration, and the rod may be supported, for example, by one or more double-row or single-row bearings.

[0218] In the above embodiment, a heat-treated rail is used in the guide mechanism 12 of the track section 10, but the present invention is not limited to this configuration, and for example, a normal rail (JIS E 1101:2001) or a light rail (JIS E 1103:1993) may be used. Also, it is not limited to a flat-bottom rail, and rails of other shapes such as double-headed rails, bull's-head rails, bridge rails, etc. may be used.

[0219] In the above embodiment, the motor 141 (AC servo motor) is used in the drive unit 14, but the present invention is not limited to this configuration. Instead of the AC servo motor, another type of motor capable of speed control or position control (for example, a DC servo motor, or a so-called inverter motor in which an inverter circuit is combined with an AC motor or a brushless motor, etc.) may be used.

[0220] In the above embodiment, the motors 32, 451, and 461, which are AC servo motors, are used in the torque applying device 30, the load adjusting unit 42, and the slip angle adjusting unit 46, respectively, but the present invention is not limited to this configuration. Instead of an AC servo motor, another type of motor capable of position control (for example, a DC servo motor or a stepping motor, etc.) may be used. An embodiment of the present invention will be outlined below. According to one embodiment of the present invention, there is provided a tire testing apparatus comprising: a road surface; a carriage that rotatably holds a test wheel with a test tire mounted thereon and that can run along the road surface with the test tire in contact with the road surface, wherein the carriage comprises an axle section that rotatably supports the test wheel and an alignment section that can adjust the wheel alignment of the test wheel by changing the orientation of the axle section, wherein the alignment section comprises a load adjustment section that can adjust the load applied to the test wheel by changing the height of the axle section, and the load adjustment section comprises a first movable frame supported so as to be movable up and down, a linear guide that guides the up and down movement of the first movable frame, and a first drive unit that drives the first movable frame up and down. In the tire testing apparatus described above, the linear guide may include a rail and a first running portion capable of running on the rail, and one of the rail and the first running portion may be fixed to the first movable frame. In the tire testing apparatus described above, the carriage may be configured to include a main frame having a shed-shaped alignment mechanism support portion for accommodating the alignment portion. In the tire testing apparatus described above, the other of the rail and the first running portion may be fixed to the alignment mechanism support portion. In the tire testing apparatus described above, the alignment unit includes a camber adjustment unit capable of adjusting the camber angle of the test wheel, and the camber adjustment unit is configured to adjust the E φ A second movable frame supported so as to be rotatable around an axis, and the second movable frame is E φ and a φ drive unit that drives rotation around the axis. In the tire testing apparatus, the camber adjustment unit is φ The configuration may include a cylindrical first pivot arranged coaxially with the shaft, and a first bearing that rotatably supports the first pivot, and one of the first pivot and the first bearing is fixed to the second movable frame. In the tire testing apparatus described above, the other of the first pivot and the first bearing may be fixed to the first movable frame. In the tire testing apparatus described above, the camber adjustment section may be configured to include a curved guide that guides the rotation of the second movable frame. In the tire testing apparatus, the curve guide is φ The vehicle may be configured to include an arc-shaped curved rail arranged concentrically with the axis and a second running portion capable of running on the rail, with either the curved rail or the second running portion fixed to the second movable frame. In the tire testing apparatus, the alignment unit includes a slip angle adjustment unit capable of adjusting the slip angle of the test wheel, and the slip angle adjustment unit is configured to rotate around the E λ Axis and E φ E perpendicular to each of the axes θ a third movable frame supported rotatably about an axis; and a third movable frame E θ and a θ drive unit that drives the actuator to rotate around the axis. In the tire testing apparatus, the slip angle adjustment unit is θ The configuration may include a cylindrical second pivot arranged coaxially with the shaft, and a second bearing that rotatably supports the second pivot, and one of the second pivot and the second bearing is fixed to the third movable frame. In the above tire testing apparatus, the axle portion may be configured to include a spindle, a third bearing that rotatably supports the spindle, and a wheel hub to which a test wheel is attached that is coaxially attached to the tip of the spindle.

Claims

1. The road surface and a carriage that rotatably holds a test wheel on which a test tire is mounted and that is capable of running along the road surface with the test tire in contact with the road surface; The carriage is An axle portion that rotatably supports the test wheel; An alignment unit capable of adjusting the wheel alignment of the test wheel by changing the orientation of the axle unit; The alignment unit includes a load adjustment unit capable of adjusting a load applied to the test wheel by changing a height of the axle unit, The load adjustment unit is A first movable frame supported so as to be movable up and down; a linear guide for guiding the vertical movement of the first movable frame; a first drive unit that drives the first movable frame up and down; The linear guide is Rails and A first running part capable of running on the rail, one of the rail and the first traveling portion is fixed to the first movable frame, the carriage includes a main frame having an alignment mechanism support portion that houses the alignment portion; the other of the rail and the first running portion is fixed to the alignment mechanism support portion; Tire testing equipment.

2. The alignment unit includes a camber adjustment unit capable of adjusting a camber angle of the test wheel, The camber adjustment portion is E parallel to the carriage travel direction φ A second movable frame supported rotatably about an axis; The second movable frame is φ A φ drive unit that rotates around an axis.

2. A tire testing apparatus according to claim 1.

3. The camber adjustment portion is The above E φ A cylindrical first pivot arranged coaxially with the shaft; a first bearing that rotatably supports the first pivot; One of the first pivot and the first bearing is fixed to the second movable frame.

3. A tire testing apparatus according to claim 2.

4. the other of the first pivot and the first bearing is fixed to the first movable frame; 4. A tire testing apparatus according to claim 3.

5. A road surface, a carriage that rotatably holds a test wheel on which a test tire is mounted and that is capable of running along the road surface with the test tire in contact with the road surface; The carriage is An axle portion that rotatably supports the test wheel; An alignment unit capable of adjusting the wheel alignment of the test wheel by changing the orientation of the axle unit; The alignment unit includes a load adjustment unit capable of adjusting a load applied to the test wheel by changing a height of the axle unit, The load adjustment unit is A first movable frame supported so as to be movable up and down; a linear guide for guiding the vertical movement of the first movable frame; a first drive unit that drives the first movable frame up and down; The alignment unit includes a camber adjustment unit capable of adjusting a camber angle of the test wheel, The camber adjustment portion is a second movable frame supported rotatably about an Eφ axis parallel to the traveling direction of the carriage; a φ drive unit that rotates the second movable frame around the E φ axis; a cylindrical first pivot arranged coaxially with the E φ axis; a first bearing that rotatably supports the first pivot; one of the first pivot and the first bearing is fixed to the second movable frame, the other of the first pivot and the first bearing is fixed to the first movable frame; Tire testing equipment.

6. The linear guide, Rails and A first running part capable of running on the rail, One of the rail and the first traveling portion is fixed to the first movable frame.

6. A tire testing apparatus according to claim 5.

7. The carriage includes a main frame having an alignment mechanism support portion that houses the alignment portion.

7. A tire testing apparatus according to claim 5 or 6.

8. The other of the rail and the first running part is fixed to the alignment mechanism support part. A tire testing device according to claim 7 which is dependent on claim 6.

9. The camber adjustment portion includes a curved guide that guides the rotation of the second movable frame. A tire testing apparatus according to any one of claims 2 to 8.

10. The curved guide is The above E φ A circular curved rail arranged concentrically with the axis, A second running portion capable of running on the curved rail, One of the curved rail and the second running portion is fixed to the second movable frame.

10. A tire testing apparatus according to claim 9.

11. The alignment unit includes a slip angle adjustment unit capable of adjusting the slip angle of the test wheel, The slip angle adjustment unit, The rotation axis of the test wheel is E λ Axis and the E φ E perpendicular to each of the axes θ A third movable frame supported rotatably about an axis; The third movable frame is θ A θ drive unit that rotates around an axis. A tire testing apparatus according to any one of claims 2 to 10.

12. The slip angle adjustment unit, The above E θ a cylindrical second pivot arranged coaxially with the shaft; a second bearing that rotatably supports the second pivot; One of the second pivot and the second bearing is fixed to the third movable frame.

12. A tire testing apparatus according to claim 11.

13. The axle portion is A spindle; a third bearing that rotatably supports the spindle; A wheel hub to which the test wheel is attached, the wheel hub being coaxially attached to the tip of the spindle. A tire testing apparatus according to any one of claims 1 to 12.

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