Motorsport tire adjustment device and motorsport tire adjustment method

Abstract

To provide a tire adjusting device for a motor sport and a tire adjusting method for a motor sport which can adjust a tire for a motor sport to a shape having desired travel characteristics, while suppressing thermal deterioration when the shape of the surface of the tire is adjusted.SOLUTION: A tire adjusting device 1 for a motor sport includes a first adjusting mechanism 34 capable of moving a blade in a first direction, a second adjusting mechanism 36 capable of moving the blade in a second direction, and a blade angle adjusting mechanism 38, wherein the inclination of the blade 20 is adjusted by the blade angle adjusting mechanism 38, the blade 20 is positioned by the first adjusting mechanism 34 and the second adjusting mechanism 36, the surface of the tire 2 is ground to an intended shape, and the tire for the motor sport is adjusted to a shape having desired travel characteristics.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a tire adjustment device for motor sports, a tire adjustment method for motor sports, and particularly to a tire adjustment device for motor sports and a tire adjustment method for adjusting a tire for motor sports.

Background Art

[0002] Conventionally, as shown in Patent Document 1, in order to restore the reduced grip force, a surface polishing device for automobile tires that polishes the surface of the tire while visually observing the polishing position and the polishing amount is known.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the surface polishing device for automobile tires as shown in Patent Document 1, it only restores the reduced grip force by polishing the surface of the tire.

[0005] There are cases where it is desired to use tires in situations where the performance of the tires is to be pushed to the limit, such as time trial runs or races on circuits. In such situations as time trial runs, for example, even by shortening the time by 0.1 second, for example, 0.01 second, and achieving a fast time, the outcome is determined. Therefore, there is a need for extreme tire performance that far exceeds the tire performance that satisfies the conditions for road driving and draws out the potential of the tires for motor sports almost to the limit.

[0006] Furthermore, thermal degradation due to heat cycles after circuit driving can occur on the tire surface, preventing the tire from achieving its full potential. In response to this, the inventors investigated whether it is possible to remove the thermally degraded portion of the tire surface by polishing it using a tire surface polishing device for automobiles, such as the one shown in Patent Document 1. However, we have newly discovered that when polishing the surface of a tire, heat is generated during the polishing process, which causes further deterioration of the tire surface due to the heat during the polishing process.

[0007] Furthermore, conventional techniques exist to polish and shave tires to replicate their actual wear state. However, such polishing and shaving techniques have a problem: simply measuring the tire's shape and reproducing it exactly as designed by the manufacturer does not allow for maximizing the tire's potential for motorsport.

[0008] The inventors of this invention have diligently researched how to actively adjust the shape of the tire tread and shoulder sections to create a shape that provides desired driving characteristics, in order to further maximize the potential of the tire for motorsports while minimizing deterioration caused by heat on the tire surface.

[0009] The present invention has been made to solve these problems, and aims to provide a motorsport tire adjustment device and a motorsport tire adjustment method that can actively adjust the shape of the tread and shoulder portions of a motorsport tire to have desired driving characteristics, while suppressing thermal degradation when adjusting the surface shape of the tire. [Means for solving the problem]

[0010] To achieve the above objective, according to one embodiment of the present invention, a motorsport tire adjustment device for adjusting a motorsport tire comprises: a blade for scraping the surface of the tire; a blade mounting portion for attaching the blade; a blade rotation drive portion for rotating the blade mounting portion; a tire holding portion for holding the tire; a tire rotation drive portion for rotating the tire while holding it; a first adjustment mechanism configured to move the blade in a first direction toward the tire; a second adjustment mechanism configured to move the blade in a second direction perpendicular to the first direction; and a blade angle adjustment mechanism configured to adjust the inclination of the blade between the first and second directions. The blade's inclination is adjusted by the blade angle adjustment mechanism, and it is positioned by the first and second adjustment mechanisms, scraping the surface of the tire to a desired shape, thereby adjusting the motorsport tire to a shape that has desired driving characteristics. According to the embodiment of the present invention configured as described above, the blade's inclination is adjusted by the blade angle adjustment mechanism, and it is positioned by the first and second adjustment mechanisms, allowing the surface of the tire to be shaved to a desired form, thereby adjusting the motorsport tire to have desired driving characteristics. This makes it possible to adjust the motorsport tire to have desired driving characteristics while suppressing thermal degradation when adjusting the shape of the tire surface. For example, the tread portion of the tire can be adjusted to form a straight section parallel to the axial direction of the tire, for example, increasing the contact area of ​​the tire tread. Also, for example, a part of the tread portion of the tire can be adjusted to form a straight section at an angle slightly inclined from the axial direction of the tire, for example, making it possible to form a straight section on the tread that matches the camber angle. Therefore, by shaving the surface of the tire, the shape of the tire can be adjusted to exhibit desired driving characteristics at an extremely high level while suppressing thermal degradation of the tire during shaving. Furthermore, for example, by making it relatively easy to freely change the shape of the tire, drivers and teams can more easily experiment with changing the tire's driving characteristics, making it easier to reach a better setting that maximizes the tire's inherent performance according to the driver's characteristics and conditions. Therefore, for example, according to one embodiment of the present invention, the shape of the tire's tread and shoulder sections can be actively changed by scraping the surface of the tire, allowing for setting or adjustment of the tire, including changes to the tire shape for motorsport.

[0011] According to one embodiment of the present invention, preferably, the blade angle adjustment mechanism adjusts the cutting edge of the blade to an angle parallel to the central axis of the tire, and the first adjustment mechanism and the second adjustment mechanism position the blade so as to contact the tread portion of the tire, thereby forming a shaved surface on the tread portion of the tire that extends in a direction parallel to the central axis. According to the embodiment of the present invention configured as described above, the blade forms a shaved surface on the tread portion of the tire that extends parallel to the central axis. This makes it easier to form a running surface on the tread portion of the tire that improves contact with the ground while suppressing thermal degradation of the tire surface during shaving. Furthermore, since the blade positioned by the first adjustment mechanism and the second adjustment mechanism is applied to the rotating tire, it is easier to bring the running surface of the tire closer to a circle with a predetermined diameter. This makes it possible to shave the surface of the tire into the intended shape and adjust the tire for motorsport to have a shape that has desired driving characteristics. For example, the tread portion of the tire can be adjusted to form a straight section parallel to the axial direction of the tire, making it easier to increase the contact area of ​​the tire and improving driving performance. Therefore, by shaving the surface of the tire, it is possible to adjust the shape of the tire to exhibit desired driving characteristics at an even higher level while suppressing thermal degradation of the tire during shaving.

[0012] According to one embodiment of the present invention, preferably, the blade angle adjustment mechanism adjusts the cutting edge line along the cutting edge of the blade to an angle inclined with respect to the central axis of the tire between the first direction and the second direction, and the first adjustment mechanism and the second adjustment mechanism position the blade so as to contact the tread portion of the tire, so that the blade forms a beveled surface on the tread portion of the tire at a predetermined angle with respect to the central axis. According to one embodiment of the present invention configured as described above, the blade angle adjustment mechanism adjusts the cutting edge line along the cutting edge of the blade to an angle inclined with respect to the central axis of the tire between the first direction and the second direction. The first adjustment mechanism and the second adjustment mechanism position the blade so as to contact the tread portion of the tire, and the blade forms a beveled surface on the tread portion of the tire at a predetermined angle with respect to the central axis. This suppresses thermal degradation of the tire surface during beveling, while forming a beveled surface at a predetermined angle on the tread portion of the tire, thereby adjusting the tire's driving performance to a higher level. For example, by forming a beveled surface on the tread portion of a straight section that matches the camber angle, the contact area of ​​the tire with the road surface can be increased, and the tire's grip performance can be further improved. Therefore, the shape of the tire can be adjusted to exhibit the desired driving characteristics at an even higher level.

[0013] According to one embodiment of the present invention, preferably, the blade angle adjustment mechanism adjusts the cutting edge of the blade to an angle inclined with respect to the central axis of the tire between the first direction and the second direction, and the first adjustment mechanism and the second adjustment mechanism position the blade so as to contact the shoulder portion of the tire, thereby forming a beveled surface at a predetermined angle with respect to the central axis on the shoulder portion of the tire. According to one embodiment of the present invention configured as described above, the blade angle adjustment mechanism adjusts the cutting edge line along the cutting edge of the blade to an angle inclined with respect to the central axis of the tire between the first direction and the second direction, and the first and second adjustment mechanisms position the blade so as to contact the shoulder portion of the tire, thereby forming a beveled surface at a predetermined angle with respect to the central axis on the shoulder portion of the tire by the blade. This suppresses thermal degradation of the tire surface during beveling, while forming a beveled surface at a predetermined angle on the shoulder portion of the tire, thereby adjusting the tire's running performance to a higher level. For example, when the bend of the shoulder portion of the tire becomes relatively acute due to beveling the tread portion of the tire, vibrations and a decrease in steering performance caused by the shoulder portion coming into contact with (getting caught in) the running surface during cornering can be suppressed by forming a beveled surface at a predetermined angle on the shoulder portion. Therefore, the deterioration of tire performance during cornering can be suppressed, and the tire shape can be adjusted to achieve the desired driving characteristics at a higher level.

[0014] According to one embodiment of the present invention, preferably, the blade angle adjustment mechanism is configured to allow the inclination of the blade to be within an angle range of -40 degrees to +40 degrees with respect to the central axis of the tire on a horizontal plane. According to the embodiment of the present invention configured as described above, the blade angle adjustment mechanism is configured to allow the inclination of the blade to be within an angle range of -40 degrees to +40 degrees with respect to the central axis of the tire on a horizontal plane. This allows a shaved surface at a predetermined angle with respect to the central axis to be formed on the tread portion, or a shaved surface at a predetermined angle with respect to the central axis to be formed on the shoulder portion. Therefore, by shaving the surface of the tire with a single device, it is possible to easily adjust the shape of the tire to exhibit the desired driving characteristics of the tire at an extremely high level while suppressing thermal degradation of the tire during shaving.

[0015] According to one embodiment of the present invention, preferably, a third adjustment mechanism is further configured to tilt the blade diagonally in the vertical direction. In motorsports, after sports driving (for example, tire temperatures remain relatively high for about a day after high-speed driving in a competition) or when the ambient temperature is high and tire temperatures are relatively high, if the entire cutting edge of a blade 20 of a predetermined width (for example, about 80 mm wide) is applied to the tire surface and an attempt is made to shave to a depth of, for example, 0.5 mm or more, the rubber may not be able to withstand the load, causing the rubber to soften and tear like string cheese, and the tear may spread. To address this problem, according to one embodiment of the present invention, the motorsports tire adjustment device further includes a third adjustment mechanism configured to tilt the blade diagonally in the vertical direction. This suppresses the load on the tire surface due to resistance when shaving, and prevents the tire surface from tearing. Furthermore, even when the blade is tilted diagonally in the vertical direction, the blade 20 can still easily form a straight section on the tire surface in the width direction of the tire. Therefore, with such a structure, it is possible to achieve both increased efficiency and improved reliability in tire shaving.

[0016] According to one embodiment of the present invention, preferably, the device further comprises a structure on which the first adjustment mechanism, the second adjustment mechanism, and the blade angle adjustment mechanism are mounted, and a movable part that makes the structure movable, and the weight when the tire is not held is in the range of 70 kg to about 200 kg. According to one embodiment of the present invention configured in this manner, the device further comprises a structure on which the first adjustment mechanism, the second adjustment mechanism, and the blade angle adjustment mechanism are mounted, and a movable part that allows the structure to be moved, with a weight in the range of 70 kg to approximately 200 kg when the tire is not being held. This makes it easy for two to four adults to bring the motorsport tire adjustment device to a circuit or similar location, and allows the surface of the tire to be trimmed to the desired shape on-site, thereby adjusting the motorsport tire to have the desired driving characteristics. Therefore, it is possible to significantly improve the ease and efficiency of adjusting motorsport tires compared to taking the tires back to the factory for adjustment.

[0017] According to one embodiment of the present invention, preferably further comprising a liquid reservoir, the liquid reservoir is positioned to immerse the lower part of the tire in the liquid. According to the embodiment of the present invention configured in this manner, the motorsport tire adjustment device further comprises a liquid reservoir, the liquid reservoir being positioned so as to immerse the lower part of the tire in the liquid. This cools the tire, making it easier to cut with a blade, and also allows the blade to cut the tire more smoothly due to the components of the liquid. Thus, it becomes easier to adjust the motorsport tire to a shape with desired driving characteristics with greater precision.

[0018] According to one embodiment of the present invention, preferably a motorsport tire adjustment method for adjusting a motorsport tire, comprising: a tire rotation step of rotating the tire while holding the tire; a blade rotation step of rotating a blade mounting portion to which a blade is attached; a second direction adjustment step of moving the blade in a second direction perpendicular to a first direction toward the tire using a second adjustment mechanism; a blade angle adjustment step of adjusting the inclination of the blade between the first direction and the second direction using a blade angle adjustment mechanism; a first direction adjustment step of moving the blade in the first direction using a first adjustment mechanism; and a tire adjustment step of shaving the surface of the tire to an intended shape using the blade, whose inclination has been adjusted by the blade angle adjustment step and which has been positioned by the first direction adjustment step and the second direction adjustment step, thereby adjusting the motorsport tire to a shape that has desired driving characteristics. According to one embodiment of the present invention configured as described above, the blade is adjusted in inclination by the blade angle adjustment step, and positioned by the first direction adjustment step and the second direction adjustment step, so that the surface of the tire is shaved into a desired shape, and the tire for motor sports can be adjusted into a shape having desired running characteristics. Thereby, while suppressing thermal degradation in the case of adjusting the shape of the surface of the tire, the tire for motor sports can be adjusted to have desired running characteristics. For example, the tread portion of the tire can be adjusted to form a straight portion parallel to the axial direction of the tire. For example, the grounding surface of the tread portion of the tire can be increased. Also, for example, a part of the tread portion of the tire can be adjusted to form a straight portion at an angle slightly inclined from the axial direction of the tire. For example, it becomes possible to form a straight portion in accordance with the camber angle in the tread portion. Therefore, by shaving the surface of the tire, the shape of the tire can be adjusted so as to exhibit the desired running characteristics of the tire at an extremely high level while suppressing the thermal degradation of the tire when shaving. Also, for example, since it is possible to relatively easily deform the shape of the tire freely, it becomes easier for the driver and the team to change and try the running characteristics of the tire, and it becomes easier to reach a better setting that maximally extracts the original performance of the tire according to the characteristics and conditions of the driver.

Advantages of the Invention

[0019] According to the tire adjustment device for motor sports and the tire adjustment method for motor sports of the present invention, while suppressing thermal degradation in the case of adjusting the shape of the surface of the tire, the tire for motor sports can be adjusted into a shape having desired running characteristics.

Brief Description of the Drawings

[0020] [Figure 1] It is an external perspective view of a tire adjustment device for motor sports according to one embodiment of the present invention. [Figure 2] It is an external perspective view of a tire adjustment device for motor sports according to one embodiment of the present invention. [Figure 3] Top view of a tire adjustment device for motor sports according to an embodiment of the present invention. [Figure 4] Partial side view of a tire adjustment device for motor sports according to an embodiment of the present invention. [Figure 5] Exploded perspective view showing one side blade, blade mounting portion, etc. in a state where the blade mounting portion and blade of a tire adjustment device for motor sports according to an embodiment of the present invention are disassembled. [Figure 6] Cross-sectional view of the blade mounting portion and blade of a tire adjustment device for motor sports according to an embodiment of the present invention. [Figure 7] Partial enlarged side view of the blade mounting portion and blade in a state just before the blade of a tire adjustment device for motor sports according to an embodiment of the present invention contacts the tire to shave the tire. [Figure 8] Diagram showing each step of a tire adjustment method for motor sports according to an embodiment of the present invention. [Figure 9] Partial enlarged cross-sectional view showing a state where the tread portion of a tire is shaved by a tire adjustment device for motor sports according to an embodiment of the present invention and a tread shaving surface parallel to the central axis is formed, with a part of the cross-section of the tire enlarged. [Figure 10] Partial enlarged cross-sectional view showing a state where the shoulder portion of a tire is shaved by a tire adjustment device for motor sports according to an embodiment of the present invention and a shoulder shaving surface is formed, with a part of the cross-section of the tire enlarged. [Figure 11] Partial enlarged cross-sectional view showing a state where the tread portion of a tire is shaved by a tire adjustment device for motor sports according to an embodiment of the present invention and a tread inclined shaving surface is formed in the tread portion, with a part of the cross-section of the tire enlarged. [Figure 12] Partial enlarged cross-sectional view showing a state where the shoulder portion of a tire is shaved by a tire adjustment device for motor sports according to an embodiment of the present invention and a first shoulder shaving surface and a second shoulder shaving surface are formed, with a part of the cross-section of the tire enlarged. [Modes for carrying out the invention]

[0021] A motorsport tire adjustment device according to one embodiment of the present invention will be described below with reference to the attached drawings. First, Figure 1 is an external perspective view of a motorsport tire adjustment device according to one embodiment of the present invention; Figure 2 is an external perspective view of a motorsport tire adjustment device according to one embodiment of the present invention; Figure 3 is a top view of a motorsport tire adjustment device according to one embodiment of the present invention; Figure 4 is a partial side view of a motorsport tire adjustment device according to one embodiment of the present invention; Figure 5 is an exploded perspective view showing one side of the blade and blade mounting part of a motorsport tire adjustment device according to one embodiment of the present invention, with the blade mounting part and blade disassembled; and Figure 6 is a cross-sectional view of the blade mounting part and blade of a motorsport tire adjustment device according to one embodiment of the present invention. In the following description of one embodiment of the present invention, when viewing the tire from the blade and blade mounting side, the side closer to the viewer is referred to as the front side, the side closer to the tire (back side) is referred to as the back side, the right side when viewing the tire from the blade and blade mounting side is referred to as the right side, and similarly, the left side when viewing the tire is referred to as the left side.

[0022] As shown in Figure 1, the motorsport tire adjustment device 1 according to one embodiment of the present invention is a tire adjustment device for adjusting motorsport tires. The motorsport tire adjustment device 1 adjusts the tire 2 by cutting the surface of the tire 2. The motorsport tire adjustment device 1 cuts the surface of the tire 2 with a blade, which will be described later.

[0023] Tire 2 is a tire for driving an automobile. Tire 2 comprises an outer circumference 6 with a tread portion 4 and a shoulder portion 5, a wheel portion 8 that supports the outer circumference 6, and a bolt mounting portion 10 provided on the wheel portion 8. The outer circumference 6 mainly has a tread portion 4 that makes contact with the road surface. The tread portion 4 and shoulder portion 5 are mainly made of rubber, such as synthetic rubber. The tread portion 4 and shoulder portion 5 may also be made of synthetic resin or the like. Tire 2 is a tire for a four-wheeled automobile, but it can also be applied to a two-wheeled vehicle.

[0024] Tire 2 is a sports tire, such as a so-called high-grip radial tire. For example, Tire 2 is a semi-racing tire, semi-slick tire, slick tire, or high-grip tire used in motorsports, such as time attack driving or racing on a circuit. The tire is designed to push the vehicle's performance and the tire's driving performance close to their limits, and is used in driving situations such as time attack driving or racing on a circuit. Therefore, Tire 2 is a type of motorsport tire that is different from so-called comfort tires or so-called studless tires. Tire 2 has a diameter in the range of 590mm to 720mm. Tire 2 has a width in the range of 150mm to 340mm, and a width in the range of 220mm to 310mm.

[0025] In this embodiment, tire 2 is a sports tire, and as will be described later, this technology forms the running surface that brings out the driving performance of the sports tire in a way that is less susceptible to thermal degradation and adjusts it to a shape that has desired driving characteristics. Therefore, this technology is different from the technology of grinding down the tread rubber for so-called retreaded tires and creating an adhesive surface for attaching a new tread.

[0026] The bolt mounting portion 10 is fixed to the tire holder portion by bolts and nuts. For example, the bolt mounting portion 10 has a structure similar to that of a vehicle's tire mounting portion, which is fixed by, for example, five bolts. As an example, the bolt mounting portion 10 may be fixed to the tire holder portion by, for example, one fixing portion.

[0027] The motorsport tire adjustment device 1 comprises a tire holding unit 12 that holds the tire 2, a tire rotation drive unit 14 that rotates the tire 2 in a predetermined rotational direction while holding the tire 2, and a structure 16 on which the tire holding unit 12 and the tire rotation drive unit 14 are arranged.

[0028] The tire holder 12 forms a mounting portion for attaching the tire. The tire 2 is attached to the tire holder 12 such that the central axis X1 (see Figure 3) of the tire holder 12 roughly coincides with the central axis X2 of the tire 2. The tire holder 12 has a structure similar to the mounting portion of the tire 2 in a typical vehicle, and the wheel portion 8 of the tire and the tire holder 12 are fixed together by multiple bolts. The tire holder 12 may also be configured to fix the wheel portion 8 and the tire holder 12 using a simpler mounting member, for example, a center lock system that can be fixed with a single bolt or nut using a hole in the center of the wheel.

[0029] As shown in Figure 2, the tire rotation drive unit 14 is connected to the tire holding unit 12 via a pulley (not shown) and a belt (not shown) built into the tire rotation transmission unit 15. The tire rotation drive unit 14 is an electric motor. The tire rotation drive unit 14 transmits the rotation of the motor to the tire holding unit 12 via a pulley (not shown) and a belt (not shown) in the tire rotation transmission unit 15. As a modification, the tire rotation drive unit 14 may be connected to the tire holding unit 12 via a gear or the like built into the tire rotation transmission unit 15. As another modification, the tire rotation drive unit 14 may be directly connected to the tire holding unit 12 without a belt (not shown) or the like, and the rotation may be transmitted through this connection.

[0030] The tire rotation drive unit 14 is configured to allow the rotation speed of the tire holding unit 12 and the tire 2 to be within a range of, for example, 0.5 revolutions / minute to 5 revolutions / minute. The tire rotation drive unit 14 may include a reduction gear or the like, and is configured to achieve a desired rotation speed for the tire. The tire rotation drive unit 14 is electrically connected to an external power source, but can be composed of a battery or the like, eliminating the need for external wiring. The rotation direction B of the tire 2 may be the opposite direction of rotation. The rotation direction of the tire 2 and the rotation direction of the blade 20 may be the same direction of rotation.

[0031] The structure 16 mounts the components of the motorsport tire adjustment device 1, which will be described later. For example, the structure 16 is designed to hold the first adjustment mechanism, the second adjustment mechanism, and the blade angle adjustment mechanism, etc. The structure 16 is equipped with movable wheels 18, which are movable parts that facilitate the movement of the motorsport tire adjustment device 1. The structure 16 is mainly made of metal, such as an aluminum frame and plates. Therefore, the motorsport tire adjustment device 1, without the tires 2 attached, is made to weigh in the range of approximately 70 kg to approximately 200 kg, for example, approximately 100 kg. Thus, the motorsport tire adjustment device 1 is made to be light enough to be carried by about three average-sized adults, and is also light enough for an average-sized adult to push and move the device with the movable wheels 18 placed on a concrete surface. For example, the motorsport tire adjustment device 1 can be moved by hand to facilitate tire setting at a circuit or the like. Furthermore, for example, the motorsport tire adjustment device 1 is approximately 1 meter square and weighs about 100 kg, and is configured as a single, portable device. Therefore, it is not limited to factories but can be relatively easily brought to circuits, allowing for flexible adjustment of tire settings on-site.

[0032] The motorsport tire adjustment device 1 further includes a blade 20 for cutting the surface of the tire 2, a blade mounting section 22 for attaching the blade 20, a blade rotation drive section 24 for rotating the blade mounting section 22, a positioning section 26 capable of positioning the blade 20 at a predetermined distance from the central axis X2 of the tire 2, and a control section 60 (see Figure 1) for controlling the tire rotation drive section 14 and the blade rotation drive section 24.

[0033] When the blade 20 is attached to the blade mounting portion 22, in the basic position intended to make the tread portion 4 relatively flat, it is positioned such that the central axis X2 of the tire 2 and the cutting edge line along the cutting edge 20a of the blade 20 are located on two parallel virtual planes (a first virtual plane and a second virtual plane), respectively. Here, the first virtual plane E1, which includes the central axis X2, is for example a vertical plane including the central axis X2, and the second virtual plane E2, which includes the cutting edge line along the cutting edge 20a, is for example another vertical plane including the cutting edge 20a. The first virtual plane E1 and the second virtual plane E2 are each illustrated by dashed lines in Figure 4. The second virtual plane E3, which will be described later, is a plane that extends in the tangential direction of the tire 2. The cutting edge line along the cutting edge 20a may extend diagonally on the second virtual plane E2. In other words, the cutting edge 20a may be set at an angle other than that parallel to the central axis X2 on such a second virtual plane E2 (for example, an angle tilted by 5 degrees such that the right side of the cutting edge is positioned higher than the left side). As described in the modified example, the cutting edge line along the cutting edge 20a may be tilted from a state parallel to the central axis X2 to an angle within the range of +45 degrees to -45 degrees in the tangential direction of the tire.

[0034] The virtual plane may be set as an oblique virtual plane. That is, the first virtual plane containing the central axis X2 may be an oblique first virtual plane E4. Also, the second virtual plane containing the cutting edge line along the cutting edge 20a (in this case, the cutting edge 20a is located on E3 above the cutting edge position in Figure 4) may be an oblique second virtual plane E3. Figure 4 also illustrates the oblique first virtual plane E4 and the oblique second virtual plane E3. Such two virtual planes, for example, the oblique first virtual plane E4 and the oblique second virtual plane E3, extend parallel to each other.

[0035] Furthermore, the blade 20 has a cutting edge 20a that extends parallel to the central axis X2 of the tire 2 in the basic position. As shown in Figure 7, the blade 20 is positioned so that when the cutting edge 20a of the blade 20 attached to the blade mounting portion 22 contacts the surface of the tire 2, the cutting edge 20a is oriented in the upstream direction of the rotation direction B of the tire 2. Note that the cutting edge 20a does not necessarily have to be oriented in the upstream direction of the rotation direction B. As shown in Figure 5, the blade 20 is formed in a relatively thin rod shape and extends in a straight line. For example, the blade 20 is formed in a blade shape like a razor blade. The cutting edge 20a of the blade 20 has a length L in the longitudinal direction in the range of 50 mm to 310 mm (see Figure 5), and also a length in the range of 80 mm to 150 mm. The blade 20 has a thickness A in the range of 1 mm to 3 mm (see Figure 6), and also a thickness in the range of 1.5 mm to 2.5 mm. The blade 20 is formed such that the cutting edge angle α1 of the cutting edge 20a is, for example, within the range of 30 to 60 degrees, 35 to 55 degrees, 40 to 50 degrees, or 43 to 48 degrees. The blade 20 is also formed such that the rake angle of the blade 20 is within the range of 25 to 35 degrees. In this way, by inserting the cutting edge 20a into the tire at a relatively large angle with respect to the tangent to the tire surface, the surface of the tire can be scraped while suppressing friction by cutting through it. Therefore, thermal degradation of the scraped surface can be suppressed. The blade 20 is a replaceable blade and can be replaced or resharpened when its sharpness decreases.

[0036] The blade mounting section 22 comprises a main body section 28 on which the blade 20 rests, and a retaining section 30 that clamps the blade 20 between itself and the main body section 28. The blade 20 is held in place by being sandwiched between the main body section 28 and the retaining section 30. The retaining section 30 is attached to the main body section 28 by a bolt 32. By tightening the bolt 32, the retaining section 30 is fixed to the main body section 28, and the blade 20 is fixed to the main body section 28.

[0037] The blade mounting section 22, when assembled with the main body section 28, the blade 20, and the retaining section 30, forms an assembly with a generally cylindrical cross-section and a generally circular outer circumference. The central axis X3 of the blade mounting section 22 (see Figure 3) is positioned parallel to the central axis X1 of the tire holding section and the central axis X2 of the tire 2. The height positions of the central axis X3 and the central axis X2 are the same. The blade mounting section 22 mounts the blade 20 so that it extends in a direction parallel to the central axis X3. The blade mounting section 22 is rotatably supported between the support arms 23. The blade mounting section 22 is rotated by the rotation transmitted from the blade rotation drive section 24. With the blade 20 mounted, the blade mounting section 22 is rotated so that the cutting edge 20a faces the upstream direction of the rotation direction B of the tire 2. The rotation direction C of the blade mounting section 22 may be the opposite direction.

[0038] The blade mounting portion 22 is formed such that, with the blade 20 attached, the blade 20 protrudes from the outer surface of the blade mounting portion 22 by, for example, a value in the range of 0.5 mm to 2 mm, or a value in the range of 0.5 mm to 1.5 mm. Therefore, the tire is scraped to a depth equal to the protrusion amount from the tire surface. Since the protrusion amount is set to a relatively small value, the load and friction on the tire surface from a single cutting pass can be suppressed, and heat generation can be suppressed. In addition, by cutting to a depth of, for example, 0.1 mm to 1 mm, or for example, 0.1 mm to 0.5 mm, only the surface portion that is susceptible to heat can be removed. Furthermore, because the surface is scraped with a blade, a smooth surface is formed, as if it had been cut with a sharp blade. Therefore, a smoother surface is formed compared to a surface polished with a grinding wheel such as a sander, and fine irregularities on the surface that cause a decrease in lap times during driving can be suppressed. Furthermore, by selectively removing only the surface layer of tire 2, the tread layer of tire 2 can be left intact so that the surface layer of tire 2 can be removed again after use (for example, after a time trial run on a circuit), allowing the surface layer of tire 2 to be removed multiple times before each use. Of course, the grinding is done with consideration for tire safety. For example, with the blade 20 and blade mounting part 22 assembled, the diameter of the workpiece φ is approximately 48 mm.

[0039] As shown in Figure 3, the blade rotation drive unit 24 is connected to the blade mounting unit 22 via a pulley (not shown) and a belt (not shown) built into the blade rotation transmission unit 25. The blade rotation drive unit 24 is an electric motor. The blade rotation drive unit 24 transmits the rotation of the motor to the blade mounting unit 22 via the pulley and belt in the blade rotation transmission unit 25. The blade rotation drive unit 24 is configured to allow the rotation speed of the blade mounting unit to be, for example, within a range of 100 rpm to 20,000 rpm, or within a range of 1,000 rpm to 10,000 rpm, or even within a range of 1,000 rpm to 8,000 rpm. For example, the rotation speed of the blade mounting unit rotated by the blade rotation drive unit 24 should be relatively larger than the rotation speed of the tire, for example, 100 rpm or more. The tread section, which is mainly made of rubber, is relatively softer than a metal blade, so even at rotation speeds of 100 rpm or more, it can rotate at a relatively high speed for scraping. The rotation speed of the blade mounting section 22 is set to, for example, a range of 100 rpm to 20,000 rpm, or a range of 1,000 rpm to 10,000 rpm, or a range of 1,000 rpm to 8,000 rpm. For example, the rotation speed of the blade mounting section 22 should be relatively higher than the rotation speed of the tire, for example, 100 rpm or more. The tread section, which is mainly made of rubber, is relatively softer than a metal blade, so even at rotation speeds of 100 rpm or more, it can rotate at a relatively high speed for scraping. The blade rotation drive unit 24 is configured to achieve the desired rotation speed of the blade mounting section 22. As a variation, the blade rotation drive unit 24 may be connected to the blade mounting section 22 via a gear or the like built into the blade rotation transmission unit 25. In another modification, the blade rotation drive unit 24 may be directly connected to the blade mounting unit 22 without using a belt (not shown) or the like to transmit rotation.

[0040] The peripheral speed of the blade 20 attached to the blade mounting section 22 is, for example, a value within the range of 150 m / min to 3000 m / min, or a value within the range of 150 m / min to 1300 m / min. Peripheral speed is the tangential speed of the blade when the blade is rotating, and indicates the speed of the cutting edge. Peripheral speed is calculated as follows: Diameter of the workpiece (for example, the diameter of the workpiece assembled with the blade and blade mounting section φ = 48 mm) × π × Rotational speed of the workpiece (for example, 4000 rpm) ÷ 1000. For example, when the diameter of the workpiece φ = 48 mm, the peripheral speed = φ48 mm × π × 4000 rpm ÷ 1000 = 603.2 m / min. Also, for example, when the diameter of the workpiece φ = 48 mm, the peripheral speed = φ48 mm × π × 20000 rpm ÷ 1000 = 3014.4 m / min. Furthermore, for example, when the workpiece diameter φ = 48 mm and the workpiece rotation speed is 1000 rpm, the peripheral speed = φ48 mm × π × 1000 rpm ÷ 1000 = 150.7 m / min. Also, for example, when the workpiece diameter φ = 48 mm and the workpiece rotation speed is 8000 rpm, the peripheral speed = φ48 mm × π × 8000 rpm ÷ 1000 = 1205.7 m / min. Thus, the peripheral speed of the above blade may be a value within the range of, for example, 150 m / min to 1300 m / min. Because the blade has such a cutting edge speed, when the cutting edge 20a enters the surface of the tire 2, the surface of the tire 2 is more likely to be cut from a position further upstream than the tip of the cutting edge 20a, thereby suppressing the generation of heat when scraping the surface.

[0041] As shown in Figures 3 and 4, the positioning unit 26 includes a first adjustment mechanism 34 configured to move the blade 20 and blade mounting portion 22 in a first direction toward the tire 2, a second adjustment mechanism 36 configured to move the blade 20 and blade mounting portion 22 in a second direction perpendicular to the first direction, a blade angle adjustment mechanism 38 configured to adjust the inclination of the blade 20 between the first and second directions, and a measuring device 40 (see Figure 3) for measuring the amount of blade 20 protrusion.

[0042] The first adjustment mechanism 34 is formed to be movable in a first direction with the blade 20, blade mounting portion 22, blade rotation drive unit 24, etc. mounted on it. The first direction is, for example, the direction from the radially outer side of the tire 2 toward the center, as shown by arrow D1 (see Figure 3). The first direction is, for example, the front-rear direction. Therefore, the first adjustment mechanism 34 adjusts the position of the blade mounting portion 22 and the blade 20 in the first direction, for example, the front-rear direction.

[0043] The first adjustment mechanism 34 includes a handle portion 42 that can be manually operated by the operator, and a first position adjustment table 44 that can move in a first direction with the blade 20, blade mounting portion 22, and blade rotation drive unit 24 mounted on it. When the handle portion 42 of the first adjustment mechanism 34 is rotated, the screw shaft 45 (see Figure 4) is rotated, and the first position adjustment table 44 is moved in the front-rear direction. The first adjustment mechanism 34 forms a screw-type position adjustment mechanism. The first position adjustment table 44 can move, for example, approximately 100 mm in both the front-rear and rear directions in the first direction. The position of the first adjustment mechanism 34 in the first direction may also be adjusted by an electric drive unit.

[0044] The first position adjustment table 44 is positioned above the blade angle adjustment table of the blade angle adjustment mechanism 38 and is configured to move back and forth relative to the table below it. The first adjustment mechanism 34 is configured to adjust the position of the cutting edge 20a of the blade 20 with relatively high precision, for example in millimeter units, and even to units of less than 0.1 millimeters (for example, 0.01 millimeter units).

[0045] The second adjustment mechanism 36 is formed to be movable in a second direction with the first adjustment mechanism 34 and the blade angle adjustment mechanism 38 mounted on top of it. The second direction is a direction perpendicular to the first direction, as shown by arrow D2 (see Figure 3), for example, a direction along the central axis X2 of the tire 2. The second direction is a direction perpendicular to the first direction in a horizontal plane, for example, the left-right direction. Therefore, the second adjustment mechanism 36 adjusts the position of the blade mounting portion 22 and the blade 20 in the second direction, for example, the left-right direction.

[0046] The second adjustment mechanism 36 includes a second position adjustment table 46 (see Figure 4) that is movable in a second direction with the first adjustment mechanism 34 and the blade angle adjustment mechanism 38 mounted on it. The second position adjustment table 46 is slidably arranged on rails 47 that extend parallel to each other in the left-right direction, and is configured to be movable on the rails by manual operation by an operator. The second position adjustment table 46 can be moved, for example, by approximately 450 mm in each of the second directions. The position of the second adjustment mechanism 36 in the second direction may be adjusted by an electric drive unit.

[0047] The second position adjustment table 46 is positioned generally horizontally on the structure 16 and is configured to move left and right relative to the upper surface of the structure 16. Therefore, the second adjustment mechanism 36 is configured to adjust the position of the cutting edge 20a of the blade 20 in the left-right direction on the horizontal plane.

[0048] The blade angle adjustment mechanism 38 is designed to change its tilt in the left-right direction while the first adjustment mechanism 34 is mounted above it. Therefore, the blade angle adjustment mechanism 38 can adjust the tilt of the blade mounting portion 22 and the blade 20 in the left-right direction.

[0049] As shown in Figure 3, the blade angle adjustment mechanism 38 includes a gripping part 48 that can be manually operated by the operator, and an angle adjustment table 50 that can rotate left and right on a horizontal plane with the first adjustment mechanism 34 mounted on it. The angle adjustment table 50 of the blade angle adjustment mechanism 38 has two arc-shaped grooves 51, and projections 52 extending upward from the second position adjustment table pass through these two grooves 51. Therefore, the angle adjustment table 50 is formed to be rotatable in the plane of the second position adjustment table 46. The angle adjustment table 50 further includes a scale indicator part 54 that points to a scale. The scale indicator part 54 is configured to point to a scale on a scale plate provided to the side of the second position adjustment table 46 and below the scale indicator part 54. The scale has angles marked on it, for example, -30 degrees to +30 degrees, as will be described later. The blade angle adjustment mechanism 38 allows the operator to change the orientation of the blade 20 (the angle relative to the tire's central axis X2) by rotating the mechanism while gripping the gripping part 48. The blade angle adjustment mechanism 38 may also be formed by an electrically operated rotating device.

[0050] The blade angle adjustment mechanism 38 is formed such that, in the basic position where the angle is 0 degrees (Figure 3 shows the basic position with an angle of 0 degrees), the line along the cutting edge 20a of the blade 20 is parallel to the central axis X2 of the tire. The blade angle adjustment mechanism 38 positions the blade such that, in the basic position where the angle is 0 degrees, the cutting edge line along the cutting edge 20a of the blade 20 is positioned on a second virtual plane E2 (diagonal second virtual plane E3) which is parallel to a first virtual plane E1 (diagonal first virtual plane E4) passing through the central axis X2 of the tire 2. The cutting edge 20a may be set at an angle other than the direction parallel to the central axis X2 on such a second virtual plane E2 (diagonal second virtual plane E3) (for example, an angle tilted by 5 degrees such that the left side of the cutting edge is positioned higher than the right side). Furthermore, the blade angle adjustment mechanism 38 is configured to allow the inclination of the blade 20 to be within a range of, for example, -40 degrees to +40 degrees, or -30 degrees to +30 degrees, on the horizontal plane. When the angle of the blade angle adjustment mechanism 38 is -30 degrees, the line along the cutting edge of the blade is tilted 30 degrees to the left with respect to the central axis X2. When the angle of the blade angle adjustment mechanism 38 is +30 degrees, the line along the cutting edge of the blade is tilted 30 degrees to the right with respect to the central axis X2. The blade angle adjustment mechanism 38 can adjust the angle of the blade 20 to a level of less than 1 degree with relatively high precision.

[0051] The blade angle adjustment mechanism 38 is positioned approximately horizontally on the second position adjustment table 46 and is configured to change its angle relative to the second position adjustment table 46. Therefore, the blade angle adjustment mechanism 38 is configured to adjust the inclination angle of the cutting edge 20a of the blade 20. In other words, the second adjustment mechanism 36 can orient the blade 20 in the left-right direction with respect to the tire 2. Furthermore, this blade angle adjustment mechanism 38 allows for relatively detailed setting of the cutting surface angle of the tread portion 4 (see Figure 8) and shoulder portion 5 (see Figure 8) of the tire 2. Thus, the blade 20 is positioned by the first adjustment mechanism 34 and the second adjustment mechanism 36, and its inclination is adjusted by the blade angle adjustment mechanism 38, thereby cutting the surface of the tire 2 into the intended shape and adjusting the motorsport tire 2 to have the desired driving characteristics.

[0052] As shown in Figure 3, the measuring device 40 measures the amount by which the blade 20 is moved in the first direction by the first adjustment mechanism 34 (the amount by which the blade 20 protrudes toward the tire). The measuring device 40 comprises a first table-side measuring section 56 formed to rise from the first position adjustment table 44 of the first adjustment mechanism 34, and a measuring instrument 58 attached to a support extending from the angle adjustment table 50 of the blade angle adjustment mechanism 38. The first table-side measuring section 56 is attached to the upper surface of the first position adjustment table 44 and is formed to rise upward from the first position adjustment table 44. The first table-side measuring section 56 is used as a reference section for measuring the position of the first position adjustment table 44.

[0053] The measuring instrument 58 can measure the distance the first position adjustment table 44 has moved relative to the angle adjustment table 50. More specifically, the measuring instrument 58 can measure the distance the first table-side measuring section 56 has moved (protruded) in a first direction from the position where it contacts the measuring instrument-side measuring section 59 of the measuring instrument 58. The measuring instrument 58 is, for example, a dial gauge. The measuring instrument 58 is equipped with a measuring instrument-side measuring section 59 that measures distance according to the distance it is pushed into the measuring instrument 58. The measuring instrument 58 displays the distance the measuring instrument-side measuring section 59 has been pushed in from the position where it contacts the first table-side measuring section 56. The measuring instrument can measure distance relatively accurately, even in units of 0.01 mm. By using such a measuring device 40, the depth and amount of cutting can be controlled to a desired amount. Furthermore, the amount of cutting on the left and right tires 2 of the vehicle can be made the same. In addition, the blade can be precisely positioned and the cutting angles of the left and right tires 2 of the vehicle can be made symmetrical. Therefore, the driving performance can be appropriately set to handle left and right curves.

[0054] The positioning unit 26 fixes and positions the blade 20 at a predetermined distance from the central axis X2 of the tire 2, allowing it to scrape the surface of the tire 2. Since tires are originally molded rubber products, there is relatively much variation in the precision of their shape during manufacturing. However, with the configuration of this embodiment, by deliberately scraping the tire, the tire 2 can be formed with relatively high precision into a circular shape of a generally uniform diameter (for example, a perfect circle). As a result, in motorsports driving, the contact of the tire 2 with the ground at high speeds becomes more stable, and it is possible to further reduce the lap time on the circuit by, for example, 0.1 seconds.

[0055] The control unit 60 (see Figure 1) controls the rotation speed of the tire rotation drive unit 14 (see Figure 2) and the blade rotation drive unit 24 (and the rotation speed of the tire 2, the blade mounting unit 22 and the blade 20 via these rotation speeds), as well as ON / OFF states. The control unit 60 controls devices connected to control rotation speed, ON / OFF states, etc., via dial operation. If each part of the positioning unit 26 is composed of an electric motor, the control unit 60 may control these devices electrically. The control unit 60 is electrically connected to the tire rotation drive unit 14, the blade rotation drive unit 24, etc. These electrical connections may be made by wireless communication or the like. Furthermore, if the tire rotation drive unit 14, the blade rotation drive unit 24, etc., are to be automatically controlled based on a program, the control unit 60 may have a CPU and memory built in, in which case it controls devices connected to control rotation speed, ON / OFF states, etc., based on a predetermined control program recorded in the memory, etc.

[0056] The motorsport tire adjustment device 1 may further include a liquid reservoir 62 for holding a liquid 64 containing a surfactant component, as shown in Figure 4 (the liquid reservoir 62 is omitted in other figures). The liquid reservoir 62 is positioned below the tire so as to immerse the lower tread portion 4 and shoulder portion 5 of the tire 2 in the liquid 64. The liquid reservoir 62 is formed in a rectangular shape when viewed from above and is designed to hold a liquid 64 containing, for example, a surfactant component (a portion of the liquid surface is shown by a dashed line in Figure 4) inside. The liquid 64 containing a surfactant component is, for example, a liquid obtained by diluting a neutral detergent with water, soapy water, etc. The inclusion of a surfactant component makes it easier for the blade to smoothly trim the tire. The liquid reservoir 62 is designed so that the lowest part of the tire 2, when held by the tire holding portion 12, is housed inside, and the lower ends of the tread portion 4 and shoulder portion 5 are immersed in the liquid 64. Therefore, the tire surface can be wetted, and the tire can be cooled by the cooling caused by the liquid and the evaporation of the liquid, making it easier to shave with the blade. In particular, when the tire is relatively hot, shaping the tire while cooling it with the liquid reservoir 62 makes it easier to form the tire into a predetermined shape. Note that using a liquid that does not contain surfactant components, such as water, instead of a liquid containing surfactant components will also have a certain effect on cooling the tire. Note that the liquid reservoir 62 may be omitted.

[0057] Next, with reference to Figure 8, the method for adjusting motorsport tires in this embodiment will be described. As shown in Figure 8, in the motorsport tire adjustment method, first, in S1, a preparation step is performed to prepare the motorsport tire adjustment device 1 as described above. In the motorsport tire adjustment device 1, for example, the blade 20 is attached to the blade mounting part 22, and the motorsport tire adjustment device 1 is made operational. Once the preparation step S1 of the motorsport tire adjustment device 1 is performed, the process proceeds to S2.

[0058] In step S2, an attachment step is performed in which the tire 2 to be scraped is attached to the tire holder 12. In attachment step S2, the wheel portion 8 of the tire and the tire holder 12 are fixed together with bolts and nuts, and the tire 2 is held rotatably by the tire holder 12. Once attachment step S2 is performed, the process proceeds to S3.

[0059] In S3, the tire rotation step is performed. The tire 2 is held by the tire holding unit 12 and rotated in a predetermined direction by the tire rotation drive unit 14. In the tire rotation step S3, the tire 2 rotates in the direction of rotation shown by arrow B (see Figure 7) at a rotational speed within the range of 0.5 revolutions / minute to 5 revolutions / minute. Once the tire rotation step S3 is performed, the process proceeds to S4.

[0060] In S4, a blade rotation step is performed in which the blade mounting section 22 to which the blade 20 is attached is rotated. In the blade rotation step S4, the blade mounting section 22 and the blade 20 are rotated in a predetermined direction as shown by arrow C (see Figure 7). The blade mounting section 22 and the blade 20 are rotated at a rotational speed within the range of 1000 revolutions per minute to 8000 revolutions per minute. Once the blade rotation step S4 is performed, the process proceeds to S5. Note that the execution order of the tire rotation step S3 and the blade rotation step S4 may be reversed, or they may be synchronized to be executed almost simultaneously.

[0061] Next, in the positioning step S5, which involves positioning the blade 20 at a predetermined distance from the central axis X2 of the tire 2, a second direction adjustment step S5 is performed in which the second adjustment mechanism 36 moves the blade 20 in a second direction perpendicular to the first direction. In the second direction adjustment step S5, the second adjustment mechanism 36 moves the blade 20, for example, the cutting edge 20a of the blade 20, in the width direction of the tire to set which area of ​​the tire 2 in the width direction will be scraped off. For example, if the cutting edge 20a of the blade 20 is positioned to correspond to the tread portion 4 of the tire 2, the blade 20 will scrape off the tread portion 4. For example, if the cutting edge 20a of the blade 20 is positioned to correspond to the shoulder portion 5, the blade 20 will scrape off the shoulder portion 5. After the second direction adjustment step S5 is performed, the process proceeds to S6.

[0062] Next, in S6, a blade angle adjustment step S6 is performed in which the blade angle adjustment mechanism 38 adjusts the inclination of the blade 20 between the first and second directions. In the blade angle adjustment step S6, the blade angle adjustment mechanism 38 can adjust the inclination of the blade 20, for example, the cutting edge 20a of the blade 20, for example, the inclination in the left-right direction. Thus, it is possible to set what inclination (direction) the shaved surface (shaved surface) will have when the cutting edge 20a of the blade 20 strikes the surface of the tire 2. For example, in the basic position where the angle of the blade angle adjustment mechanism 38 is 0 degrees (see Figure 3), the cutting edge 20a of the blade 20 is parallel to the central axis X2 of the tire, and the shaved surface is formed parallel to the central axis X2. Also, for example, if the angle of the blade angle adjustment mechanism 38 is -30 degrees, the cutting edge line along the cutting edge of the blade is tilted 30 degrees to the left with respect to the central axis X2 on the horizontal plane. Therefore, the cutting surface on the tire 2 is formed at an angle of 30 degrees to the left with respect to the central axis X2 on the horizontal plane. Once the blade angle adjustment step S6 is performed, the process proceeds to S7.

[0063] Next, in S7, a first direction adjustment step S7 is performed in which the first adjustment mechanism 34 moves the blade 20 in a first direction toward the tire 2. In the first direction adjustment step S7, the first adjustment mechanism 34 moves the blade 20, for example, the cutting edge 20a of the blade 20, toward the tire in a first direction. Trimming begins from the position where the cutting edge 20a of the blade 20 contacts the surface of the tire (the tire trimming step S8 following S7 begins). The distance that the cutting edge 20a of the blade 20 has moved (extended) in the first direction is measured by the measuring instrument side measuring unit 59 of the measuring instrument 58. The measuring instrument side measuring unit 59 can also measure the trimming depth from the position where the cutting edge 20a contacts the surface of the tire. Since the first adjustment mechanism 34 can adjust the travel distance of the blade 20, it is possible to adjust how deep the blade 20 trims from the surface of the tire 2, and what diameter (and shape) of tire will ultimately be formed. For example, if the first adjustment mechanism 34 moves the cutting edge 20a toward the tread portion 4 of the tire 2, the blade 20 comes into contact with the tread portion 4 and proceeds to the tire trimming step S8 to trim the tread portion 4. For example, if the first adjustment mechanism 34 moves the cutting edge 20a toward the shoulder portion 5, the blade 20 comes into contact with the shoulder portion 5 and proceeds to the tire trimming step S8 to trim the shoulder portion 5. Once the first direction adjustment step S7 is performed, the process proceeds to S8. Note that the order in which steps S5 to S7 are performed may differ. Also, some of the steps S5 to S7 may be omitted, for example, if there is no movement in the second direction in the second direction adjustment step S5.

[0064] Next, in step S8, a tire adjustment step S8 is performed in which the surface of the tire 2 is scraped with the blade 20, which has been positioned by the first direction adjustment step S7 and the second direction adjustment step S5 and whose inclination has been adjusted by the blade angle adjustment step S6, to achieve the intended shape, thereby adjusting the motorsport tire 2 to a shape with desired driving characteristics. In the tire adjustment step S8, the surface of the tire 2 is scraped with the blade 20, and the tire is adjusted to have predetermined driving performance. The blade 20 is positioned in a predetermined position by the first direction adjustment step S7 and the second direction adjustment step S5 and adjusted to a predetermined inclination by the blade angle adjustment step S6. In the tire adjustment step S8, the blade mounting part and the blade 20, which are rotated by the blade rotation drive unit 24, are rotated at a predetermined rotational speed. The tire 2 is also rotated at a predetermined rotational speed by the tire rotation drive unit 14. The surface of the tire is scraped as the rotating blade 20 strikes the surface of the tire. Therefore, all or at least part of the heat-degraded portion (hardened and deteriorated portion) of the tire surface due to the heat cycle during driving can be removed. Furthermore, the blade 20 can scrape the tire surface in a way that suppresses deterioration due to heating of the tire surface during scraping. In other words, the heat generated when scraping the tire surface is relatively small compared to the heat generated when polishing the tire surface, so deterioration due to heating of the tire surface can be suppressed.

[0065] In tire adjustment step S8, the tread and shoulder portions of tire 2 may be immersed in the liquid 64 in the liquid reservoir 62, while the surface of the tire is scraped outside the liquid reservoir 62. By storing a liquid such as a diluted neutral detergent or soapy water in the liquid reservoir 62 and scraping the tire surface while cooling it, the tire surface can be scraped more efficiently. This configuration improves lubrication during scraping due to the surfactant in the neutral detergent, and also cools the tire rubber, making it easier to cut when scraped. Therefore, it is possible to easily adjust the shape of the tire to achieve the desired driving characteristics at an extremely high level. Note that tire adjustment step S8 can be performed even without wetting the tire. Furthermore, the blade 20 has a straight cutting edge, and the surface of the tire 2 is cut in such a way that it is cut over a predetermined width in the left-right direction. This makes it easier to flatten the tread portion 4 of the tire 2. By scraping the surface of the tire 2 with the blade 20, it is possible to form the running surface of the tire (the running surface of the tread portion 4 and the shoulder portion 5) at a predetermined distance from the central axis X2 of the tire 2, rather than a processed surface for retreading. The running surface is, for example, the contact surface of the tread portion with the road surface, and / or the contact surface of the shoulder portion with the road surface. In addition, the blade 20 does not just remove the whiskers of the tire 2, but scrapes the surface in such a way that it forms a flat surface of a predetermined width on the tread portion 4 where the whiskers are formed. Therefore, it is possible to suppress the slight irregularities at the base of the whiskers from remaining on the tread portion, and a flat running surface for time attack driving etc. can be formed by the blade 20, in which even slight irregularities on the surface are suppressed.

[0066] Since the tires with a surface prepared by steps S1 to S8 in the motorsport tire preparation method are manufactured, these steps are also described as a method for manufacturing motorsport tires with a prepared surface.

[0067] Next, with reference to Figures 9 to 12, an example of a motorsport tire adjusted by the motorsport tire adjustment device of this embodiment will be described. In Figure 9, the cross-sectional shape of the tire 2 before grinding is shown by a solid line, and the surface shape of the tread portion 4 of the tire after grinding is illustrated by a dashed line as the tread grinding surface 2a. The purpose is to clearly show the ground state, so the grinding depth (amount) is shown only as an example.

[0068] First, as an example, in the motorsport tire adjustment device of this embodiment, each part is set as follows, and an adjusted tire 2 is obtained as shown in Figure 9. The first adjustment mechanism 34 and the second adjustment mechanism 36 position the blade 20 so that it contacts the tread portion 4 of the tire 2. More specifically, the first adjustment mechanism 34 moves the blade 20 in a first direction toward the tire 2 until the cutting edge 20a can scrape the surface of the tread portion 4. The second adjustment mechanism 36 positions the blade 20 in a position opposite the tread portion 4 of the tire 2 (for example, a position opposite the central region of the tread portion 4). The blade angle adjustment mechanism 38 is in a basic position of 0 degrees and adjusts the cutting edge line along the cutting edge of the blade 20 to an angle parallel to the central axis X2 of the tire 2.

[0069] By using the blade 20 configured in this way to scrape the tire 2, a tread scraping surface 2a (exemplified by a dashed line in Figure 8), which is a scraped surface extending parallel to the central axis X2, is formed on the tread portion 4 of the tire 2. The tread scraping surface 2a forms a straight section F1 parallel to the central axis X2 on the tread portion 4 over a relatively wide width W (the width of the tire in the left-right direction). The straight section F1 forms a straight surface portion in the cross-section of the tire as shown in Figure 9. While this straight section F1 is flat in the width direction of the tire 2, in the outer circumference direction of the tire 2 it forms a contour close to a perfect circle around the tire's central axis X2. Unlike a polished surface, the tread scraping surface 2a has a relatively smooth surface. Furthermore, by scraping off the parts of the surface that have hardened and deteriorated due to the heat cycle after driving, a relatively flexible and fresh surface is exposed, and the tire in this exposed state is more likely to exhibit its original driving performance again. Furthermore, the motorsport tire adjustment device 1 can remove debris and other contaminants adhering to the surface of the tire 2 during circuit driving, thus keeping the tire surface clean and allowing the tire to perform at its full potential during subsequent runs. The tread surface 2a is a surface designed for driving, and for example, it can increase the contact area with the road surface, further improving the tire's grip performance during acceleration and deceleration. For example, by forming the tread surface 2a on the tread, it is possible to obtain driving characteristics and performance that make it easier to grip the road surface during straight-line driving and acceleration / deceleration. In motorsport, the tread surface 2a, with its machined shape, makes it easier to extract the tire's ultimate driving performance.

[0070] Next, as another example, we will explain the problem that is being addressed by adjusting the tire 2 as shown in Figure 10 using the motorsport tire adjustment device 1 of this embodiment. For example, when the central region 4a of the tread portion 4 of tire 2 is shaved relatively deeply using a motorsport tire adjustment device 1 to form a straight section F2 as shown in Figure 10, the rubber thickness of the central region 4a of the tread portion 4 gradually decreases. Consequently, the shoulder portion 5 may become sharper, forming a somewhat angular corner. Such a shoulder portion 5 forms a slightly sharper corner than the original shoulder portion 5. If such a corner is located on the outside opposite to the direction of turning during cornering, it may catch and vibrate, causing a problem of reduced steering performance. Therefore, it has been found that shaving the central region 4a of the tread portion 4 creates a new problem: the shoulder portion 5 is more likely to form an angular corner. This new problem arises precisely because the tread portion 4 is deliberately shaved, making the shoulder portion 5 more prone to forming an angular corner. This technology provides a means to solve this problem.

[0071] In the motorsport tire adjustment device 1 of this embodiment, each part is set as follows, and a tire 2 is obtained that is adjusted so that a shoulder portion bevel surface 2b, which is a beveled surface, is formed on the shoulder portion 5 as shown in Figure 10. The blade angle adjustment mechanism 38 adjusts the cutting edge line along the cutting edge 20a of the blade 20 to an angle inclined with respect to the central axis X2 of the tire 2, between the first and second directions. The blade angle adjustment mechanism 38 can be inclined at an angle of, for example, +30 or -30 degrees with respect to the central axis X2. That is, the blade 20 can be inclined at an angle of, for example, 30 degrees to the right or left with respect to the central axis X2. The first adjustment mechanism 34 and the second adjustment mechanism 36 position the blade 20 so that it contacts the shoulder portion 5 of the tire 2. More specifically, the second adjustment mechanism 36 positions the blade 20 opposite the position where the shoulder portion cutting surface 2b of the shoulder portion 5 is to be formed. Next, the first adjustment mechanism 34 moves the blade 20 in the first direction toward the tire 2 to a position where the cutting edge 20a can bevel the surface of the shoulder portion 5. By using the positioned blade 20 to shave the tire 2, a shoulder-shaved surface 2b is formed on the shoulder portion 5 of the tire 2 at a predetermined angle with respect to the central axis X2. A straight section F3 with a predetermined width and an inclination of 30 degrees with respect to the central axis X2 is formed on the shoulder-shaved surface 2b. With respect to the central axis X2 in the outer circumference direction of the tire 2, such a straight section forms a contour that is close to a perfect circle with respect to the central axis X2. With such a shoulder-shaved surface 2b, for example, the formation of corners on the shoulder portion 5 can be suppressed, and problems such as the corners getting caught between the road surface and the tread portion 4 when turning corners, causing catching vibrations, or reducing steering performance can be suppressed. For example, by forming the shoulder-shaved surface 2b, driving characteristics and driving performance that improve steering when turning corners can be obtained.

[0072] Furthermore, in the motorsport tire adjustment device of this embodiment, each part is set as follows, and a tire is obtained in which a tread portion inclined shaved surface 2c, which is a shaved surface, is formed on the tread portion 4 as shown in Figure 11. The blade angle adjustment mechanism 38 adjusts the cutting edge line along the cutting edge 20a of the blade 20 to an angle inclined with respect to the tire's central axis X2, between the first and second directions. For example, the blade angle adjustment mechanism 38 can be inclined at an angle of +5 degrees with respect to the central axis X2. That is, the blade 20 is inclined, for example, 5 degrees to the right with respect to the tire's central axis X2. The first adjustment mechanism 34 and the second adjustment mechanism 36 position the blade 20 so that it contacts the tread portion 4 of the tire 2. More specifically, the second adjustment mechanism 36 positions the blade 20 in a position facing the tread portion 4 of the tire 2 and slightly closer to the shoulder portion 5 side of the tread portion 4. Next, the first adjustment mechanism 34 moves the blade 20 in the first direction toward the tire 2 until the cutting edge 20a can scrape the surface of the tread portion 4. By using the blade 20 configured in this way to shave the tire 2, a tread-inclined shaved surface 2c is formed on the tread portion 4 of the tire 2 at a predetermined angle with respect to the central axis X2. As shown in Figure 11, a straight section F4 with a predetermined width and an inclination of, for example, 5 degrees is formed on the tread-inclined shaved surface 2c by shaving a portion of the tread portion 4. Such a straight section forms a contour close to a perfect circle with respect to the central axis X2 in the direction of the outer circumference of the tire. Therefore, for example, by forming the straight section F4 in accordance with the camber angle (angle between the tire and the contact surface), the contact area with the road surface can be increased, and the grip performance of the tire 2 can be further improved. For example, by forming a tread-inclined shaved surface 2c on the tread portion, driving characteristics and driving performance that allow for better grip on the road surface in accordance with the camber angle during straight driving and acceleration / deceleration can be obtained. This technology makes it possible to form a straight section on the tread 4 that matches the camber angle when the camber angle is adjusted on site. This eliminates the need to take the tires to a tire adjustment factory for readjustment and then bring them back to the circuit, dramatically shortening the adjustment process. Furthermore, since the blade 20 is a straight edge of a predetermined width, a straight section F4 with a predetermined inclination can be formed over a relatively wide area in the width direction. For example, a straight section F4 with an inclination angle of 5 / 100 mm can be formed by the tread section inclined cutting surface 2c. Such a tread section inclined cutting surface 2c can be formed almost uniformly around the entire circumference.

[0073] In the motorsport tire adjustment device 1 of this embodiment, each part is set as follows, and a tire 2 is obtained that is adjusted so that a first shoulder portion shaved surface 2d and a second shoulder portion shaved surface 2e are formed on the shoulder portion 5 as shown in Figure 12. For example, as described above, as the tread portion 4 is shaved, the shoulder portion 5 may become slightly pointed and develop corners. As a means to solve this problem, the first shoulder portion shaved surface 2d and the second shoulder portion shaved surface 2e are formed on the shoulder portion 5.

[0074] In the motorsport tire adjustment device 1 of this embodiment, each part is set as follows. For example, to adjust the tires, the series of steps from S3 to S8 may be performed multiple times with different settings. For example, the shoulder section 5 may be shaved in two separate steps at different angles. For example, in the second direction adjustment step S5, the second adjustment mechanism 36 positions the blade 20 to a position opposite to the position where the first shoulder portion cutting surface 2d of the shoulder portion 5 of the tire 2 is to be formed (for example, the position on the tread portion 4 side of the shoulder portion 5). Next, in the blade angle adjustment step S6, the blade angle adjustment mechanism 38 adjusts the cutting edge line along the cutting edge 20a of the blade 20 to an angle tilted with respect to the central axis X2 of the tire 2, between the first and second directions. The blade angle adjustment mechanism 38 is tilted to an angle of, for example, +10 or -10 degrees with respect to the central axis X2. That is, the blade 20 is tilted to the right or left, for example, 10 degrees with respect to the central axis X2. Furthermore, in the first direction adjustment step S7, the first adjustment mechanism 34 moves the blade 20 in the first direction toward the tire 2 to a position where the cutting edge 20a can obliquely shave the surface of the shoulder portion 5.

[0075] In the subsequent tire adjustment step S8, the tire 2 is shaved by the blade 20 positioned in this manner, thereby forming a first shoulder shaved surface 2d at a predetermined angle with respect to the central axis X2 on the shoulder portion 5 of the tire 2. As shown in Figure 12, a straight section F5 with a 10-degree inclination and a predetermined width is formed on the first shoulder shaved surface 2d by shaving the shoulder portion 5. With respect to the central axis X2, such a straight section F5 forms a contour that is close to a perfect circle in the outer circumference direction of the tire 2. Therefore, for example, the formation of corners on the shoulder portion 5 is suppressed, and problems such as the corners getting caught between the road surface and the tread portion 4 when turning corners, causing catching and vibration, or reducing steering performance can be suppressed.

[0076] Next, repeat the series of steps from S3 to S8, modifying the settings as needed. For example, in the second direction adjustment step S5, the second adjustment mechanism 36 positions the blade 20 to a position opposite to the position where the second shoulder portion shaving surface 2e of the shoulder portion 5 of the tire 2 is to be formed (for example, a position outside the shoulder portion 5). The second shoulder portion shaving surface 2e is formed further outward in the width direction than the first shoulder portion shaving surface 2d. Next, in the blade angle adjustment step S6, the blade angle adjustment mechanism 38 adjusts the cutting edge line along the cutting edge 20a of the blade 20 to an angle tilted with respect to the central axis X2 of the tire 2, between the first and second directions. The blade angle adjustment mechanism 38 is tilted to an angle of, for example, +30 or -30 degrees with respect to the central axis X2. That is, the blade 20 is tilted, for example, 30 degrees to the right or left with respect to the central axis X2. Furthermore, in the first direction adjustment step S7, the first adjustment mechanism 34 moves the blade 20 to a position where the cutting edge 20a can bevel the surface of the shoulder portion 5 in the first direction toward the tire 2. The first adjustment mechanism moves the blade 20 to a position further in the first direction than the position where the first shoulder portion beveling surface 2d is formed.

[0077] In the subsequent tire adjustment step S8, the tire 2 is shaved by the blade 20 positioned in this manner, thereby forming a second shoulder shaved surface 2e at a predetermined angle with respect to the central axis X2 on the shoulder portion 5 of the tire 2. As shown in Figure 12, a straight section F6 with a 30-degree inclination and a predetermined width is formed on the second shoulder shaved surface 2e by shaving the shoulder portion 5. With respect to the central axis X2 in the outer circumference direction of the tire 2, such a straight section F6 forms a contour that is close to a perfect circle. With this configuration, for example, two shaved surfaces with different inclinations can be formed on the shoulder portion 5, further suppressing the formation of corners and reducing the problems that arise when corners get caught between the road surface and the tread portion 4, causing catching vibrations and reducing steering performance. In addition, by further forming the first shoulder shaved surface 2d, a surface that easily makes contact with the ground at relatively shallow cornering angles is formed, allowing the tire shape to be set to produce predetermined driving performance. Furthermore, by forming the second shoulder-shaped bevel surface 2e, steering performance and other aspects can be improved at relatively deep cornering angles, and the tire shape can be set to bring out a predetermined driving performance. As another modification, by performing the series of steps S3 to S8 multiple times while changing the settings, multiple beveled surfaces are formed on the shoulder portion 5, and the final shape of the shoulder portion 5 can be made closer to an arc shape. This suppresses the formation of corners and allows the shape of the tire's shoulder portion 5 to be set to enable smoother driving during cornering. For example, by forming the first shoulder portion beveled surface 2d and the second shoulder portion beveled surface 2e, driving characteristics and performance that allow for better grip on the road surface in response to the turning angle when turning in a corner can be obtained.

[0078] According to the embodiment of the present invention configured as described above, the blade 20 is tilted by the blade angle adjustment mechanism 38 and positioned by the first adjustment mechanism 34 and the second adjustment mechanism 36, allowing the surface of the tire 2 to be shaved into a desired shape, thereby adjusting the motorsport tire 2 to have desired driving characteristics. This makes it possible to adjust the motorsport tire 2 to have desired driving characteristics while suppressing thermal degradation when adjusting the shape of the tire surface 2. For example, the tread portion 4 of the tire 2 can be adjusted to form a straight section parallel to the axial direction of the tire 2, for example, increasing the contact area of ​​the tread portion 4 of the tire 2. Also, for example, a part of the tread portion 4 of the tire 2 can be adjusted to form a straight section at an angle slightly tilted from the axial direction of the tire 2, for example, making it possible to form a straight section on the tread portion 4 that matches the camber angle. Therefore, by shaving the surface of the tire 2, the shape of the tire 2 can be adjusted to exhibit desired driving characteristics at an extremely high level while suppressing thermal degradation of the tire 2 during shaving. Furthermore, for example, by making it relatively easy to freely change the shape of tire 2, drivers and teams can more easily experiment with changing the driving characteristics of tire 2, and it becomes easier to reach a better setting that maximizes the tire's inherent performance according to the driver's characteristics and conditions. Therefore, for example, according to one embodiment of the present invention, the shape of the tread portion 4 and shoulder portion 5 of tire 2 can be actively changed by scraping the surface of tire 2, and the tire can be set or adjusted, including changing the tire shape for motorsport.

[0079] According to the embodiment of the present invention configured as described above, the blade 20 forms a shaved surface on the tread portion 4 of the tire 2 that extends parallel to the central axis X2. This makes it easier to form a running surface on the tread portion 4 of the tire 2 that improves contact with the ground while suppressing thermal degradation of the tire 2 surface during shaving. Furthermore, since the blade 20, positioned by the first adjustment mechanism 34 and the second adjustment mechanism 36, is applied to the rotating tire 2, it is easier to bring the running surface of the tire 2 closer to a circle with a predetermined diameter. This makes it possible to shave the surface of the tire 2 into the intended shape and adjust the motorsport tire 2 to have a shape that has desired driving characteristics. For example, the tread portion 4 of the tire 2 can be adjusted to form a straight section parallel to the axial direction of the tire 2, making it easier to increase the contact area of ​​the tire 2 and improving driving performance. Therefore, by shaving the surface of the tire 2, it is possible to adjust the shape of the tire 2 to exhibit desired driving characteristics at an even higher level while suppressing thermal degradation of the tire 2 during shaving.

[0080] According to the embodiment of the present invention configured as described above, the blade angle adjustment mechanism 38 adjusts the cutting edge line along the cutting edge 20a of the blade 20 to an angle inclined with respect to the central axis X2 of the tire 2 between the first and second directions, while the first adjustment mechanism 34 and the second adjustment mechanism 36 position the blade 20 so as to contact the tread portion 4 of the tire 2, and the blade 20 forms a beveled surface at a predetermined angle with respect to the central axis X2 on the tread portion 4 of the tire 2. This suppresses thermal degradation of the surface of the tire 2 during beveling, while forming a beveled surface at a predetermined angle on the tread portion 4 of the tire 2, and the driving performance of the tire 2 can be adjusted to a higher level. For example, by forming a beveled surface on the tread portion 4 of a straight section that matches the camber angle, the contact area of ​​the tire 2 with the road surface can be increased, and the grip performance of the tire 2 can be further improved. Therefore, the shape of the tire 2 can be adjusted to exhibit the desired driving characteristics of the tire 2 at an even higher level.

[0081] According to the embodiment of the present invention configured as described above, the blade angle adjustment mechanism 38 adjusts the cutting edge line along the cutting edge 20a of the blade 20 to an angle inclined with respect to the central axis X2 of the tire 2 between the first and second directions, and the first adjustment mechanism 34 and the second adjustment mechanism 36 position the blade 20 so as to contact the shoulder portion 5 of the tire 2, so that the blade 20 can form a beveled surface at a predetermined angle with respect to the central axis X2 on the shoulder portion 5 of the tire 2. This suppresses thermal degradation of the surface of the tire 2 when beveling, and allows for the formation of a beveled surface at a predetermined angle on the shoulder portion 5 of the tire 2, thereby adjusting the running performance of the tire 2 to a higher level. For example, when the bend of the shoulder portion 5 of the tire 2 becomes relatively sharp due to beveling the tread portion 4 of the tire 2, vibrations and a decrease in steering performance caused by the shoulder portion 5 coming into contact with (getting caught in) the running surface during cornering can be suppressed by forming a beveled surface at a predetermined angle on the shoulder portion 5. Therefore, the decrease in the driving performance of tire 2 during cornering can be suppressed, and the shape of tire 2 can be adjusted to achieve the desired driving characteristics of tire 2 at a higher level.

[0082] According to the embodiment of the present invention configured as described above, the blade angle adjustment mechanism 38 is configured to allow the inclination of the blade 20 to be within an angle range of -40 degrees to +40 degrees with respect to the central axis X2 of the tire 2 on a horizontal plane. This allows a shaved surface at a predetermined angle with respect to the central axis X2 to be formed on the tread portion 4, or a shaved surface at a predetermined angle with respect to the central axis X2 to be formed on the shoulder portion 5. Therefore, by shaving the surface of the tire 2 with a single device, it is possible to easily adjust the shape of the tire 2 to exhibit desired driving characteristics at an extremely high level while suppressing thermal degradation of the tire 2 during shaving.

[0083] In motorsports, after sports driving (for example, the temperature of the tire 2 remains relatively high for about a day after high-speed driving in a competition) or when the ambient temperature is high and the temperature of the tire 2 is relatively high, if the entire cutting edge of a blade 20 of a predetermined width (for example, a width of about 80 mm) is applied to the surface of the tire 2 and an attempt is made to shave to a depth of, for example, 0.5 mm or more, the rubber may not be able to withstand the load, and the rubber may soften and tear like string cheese, causing the tear to spread. To address this problem, according to one embodiment of the present invention, the motorsports tire 2 adjustment device further includes a third adjustment mechanism configured to tilt the blade 20 diagonally in the vertical direction. This suppresses the load on the surface of the tire 2 due to resistance when shaving, and prevents the surface of the tire 2 from tearing. Furthermore, even when the blade 20 is tilted diagonally in the vertical direction, it is still possible to easily form a straight section on the surface of the tire 2 in the width direction of the tire 2 using the blade 20. Therefore, with such a structure, it is possible to achieve both increased efficiency and improved reliability in tire shaving.

[0084] According to the embodiment of the present invention configured in this manner, the device further includes a structure 16 on which the first adjustment mechanism 34, the second adjustment mechanism 36, and the blade angle adjustment mechanism 38 are mounted, and a movable wheel 18 that makes the structure 16 movable, with a weight in the range of 70 kg to approximately 200 kg when not holding the tire 2. This makes it easy for two to four adults to bring the motorsport tire 2 adjustment device to a circuit or similar location, and the surface of the tire 2 can be trimmed to the desired shape on site, thereby adjusting the motorsport tire 2 to have the desired driving characteristics. Therefore, the ease and efficiency of adjusting the motorsport tire 2 can be significantly improved compared to taking the tire 2 back to the factory for adjustment.

[0085] According to the embodiment of the present invention configured as described above, the motorsport tire adjustment device 1 further includes a liquid reservoir 62 for holding liquid, and the liquid reservoir 62 is positioned so as to immerse the lower part of the tire 2 in the liquid. This cools the tire 2, making it easier to cut with the blade 20, and also allows the blade of the blade 20 to cut the tire 2 smoothly due to the components of the liquid. Thus, the motorsport tire 2 can be adjusted to a shape with desired driving characteristics with higher precision.

[0086] According to the embodiment of the present invention configured as described above, the blade 20, whose inclination is adjusted by the blade angle adjustment step S6 and which is positioned by the first direction adjustment step S7 and the second direction adjustment step S5, can shave the surface of the tire 2 into the intended shape, thereby adjusting the motorsport tire 2 to have the desired driving characteristics. This makes it possible to adjust the motorsport tire 2 to have the desired driving characteristics while suppressing thermal degradation when adjusting the shape of the surface of the tire 2. For example, the tread portion 4 of the tire 2 can be adjusted to form a straight section parallel to the axial direction of the tire 2, for example, increasing the contact area of ​​the tread portion 4 of the tire 2. Also, for example, a part of the tread portion 4 of the tire 2 can be adjusted to form a straight section at an angle slightly inclined from the axial direction of the tire 2, for example, making it possible to form a straight section on the tread portion 4 that matches the camber angle. Therefore, by shaving the surface of the tire 2, the shape of the tire 2 can be adjusted to exhibit the desired driving characteristics of the tire 2 at an extremely high level while suppressing thermal degradation of the tire 2 during shaving. Furthermore, for example, the ability to easily and freely change the shape of tire 2 makes it easier for drivers and teams to experiment with changing the driving characteristics of tire 2, and to reach a better setting that maximizes the inherent performance of tire 2 to suit the driver's characteristics and conditions.

[0087] The embodiments for carrying out the present invention are not limited to those described above, and further variations can be applied. The motorsport tire adjustment device 1 may further include a third adjustment mechanism configured to tilt the blade 20 diagonally in the vertical direction. The third adjustment mechanism is a mechanism that can change the height of the respective support parts that support the right and left portions of the blade mounting portion 22. As a result, for example, when the blade 20 is mounted on the blade mounting portion 22, the cutting edge line along the cutting edge 20a is tilted from a state parallel to the central axis X2 to an angle within the range of +45 degrees to -45 degrees with respect to the central axis X2 in the tangential direction of the tire. For example, the right side of the cutting edge 20a is positioned slightly above the left side, and the cutting edge 20a is positioned at an inclination of about 5 degrees. The blade is positioned diagonally to the tire tread portion 4, descending from the right side to the left side. In motorsports, after driving (for example, tire temperatures remain relatively high for about a day after high-speed driving) or when the ambient temperature is high and tire temperatures are relatively high, if the entire blade 20 of a predetermined width (for example, about 80 mm wide) is applied to the tire surface and an attempt is made to shave to a depth of, for example, 0.5 mm or more, the rubber may not be able to withstand the load, causing the rubber to soften and tear like string cheese, and the tear may spread. To address this problem, if the cutting edge 20a of the blade is tilted diagonally on a plane perpendicular to the central axis X2 (for example, a second virtual plane E2) (for example, tilting the blade 20 and the blade mounting part 22), the load due to resistance on the tire surface can be suppressed, and the tire surface can be prevented from tearing. Furthermore, since the blade 20 is only tilted slightly in the vertical direction, it is still possible to easily form a flat surface on the tire surface with the blade 20. Therefore, with such a structure, it is possible to achieve both increased efficiency and improved reliability in tire shaving. [Explanation of Symbols]

[0088] 1: Tire adjustment device for motorsports 2: Tires 4: Tread section 5: Shoulder section 12: Tire holding section 14: Tire rotation drive unit 16 :Structure 20: Blade 20a: Cutting edge 22: Blade mounting section 24: Blade rotation drive unit 34: 1st adjustment mechanism 36:Second adjustment mechanism 38: Blade angle adjustment mechanism 62: Liquid reservoir 64:Liquid B: Direction of rotation C: Direction of rotation X1: Center axis line X2: Center axis X3: Center axis line

Claims

1. A motorsport tire adjustment device for adjusting tires used in motorsport, The above-mentioned blade for scraping the surface of the tire, The blade mounting section for attaching the above blade, A blade rotation drive unit that rotates the above blade mounting portion, A tire holding section for holding the above-mentioned tire, A tire rotation drive unit that rotates the tire while holding it in place, A first adjustment mechanism configured to move the blade in a first direction toward the tire, A second adjustment mechanism is configured to allow the blade to move in a second direction perpendicular to the first direction, The device includes a blade angle adjustment mechanism configured to adjust the inclination of the blade between the first direction and the second direction, A motorsport tire adjustment device in which the blade is tilted by the blade angle adjustment mechanism and positioned by the first adjustment mechanism and the second adjustment mechanism, and the surface of the tire is shaved to the intended shape, thereby adjusting the motorsport tire to a shape that has desired driving characteristics.

2. The above blade angle adjustment mechanism adjusts the cutting edge of the blade to an angle parallel to the central axis of the tire, The first adjustment mechanism and the second adjustment mechanism position the blade so that it contacts the tread portion of the tire. The motorsport tire adjustment device according to claim 1, wherein the blade forms a shaved surface on the tread portion of the tire that extends in a direction parallel to the central axis.

3. The above-described blade angle adjustment mechanism adjusts the cutting edge line along the cutting edge of the blade to an angle inclined with respect to the central axis of the tire between the first direction and the second direction, The first adjustment mechanism and the second adjustment mechanism position the blade so that it contacts the tread portion of the tire. The motorsport tire adjustment device according to claim 1, wherein the blade forms a beveled surface at a predetermined angle with respect to the central axis on the tread portion of the tire.

4. The above blade angle adjustment mechanism adjusts the cutting edge of the blade to an angle inclined with respect to the central axis of the tire between the first direction and the second direction, The first adjustment mechanism and the second adjustment mechanism position the blade so that it contacts the shoulder portion of the tire. The motorsport tire adjustment device according to claim 1, wherein the blade forms a beveled surface at a predetermined angle with respect to the central axis on the shoulder portion of the tire.

5. The motorsport tire adjustment device according to claim 1, wherein the blade angle adjustment mechanism is configured to allow the inclination of the blade to be within an angle range of -40 degrees to +40 degrees with respect to the central axis of the tire on a horizontal plane.

6. Furthermore, the motorsport tire adjustment device according to claim 1 is further equipped with a third adjustment mechanism configured to tilt the blade diagonally in the vertical direction.

7. Furthermore, a structure on which the first adjustment mechanism, the second adjustment mechanism, and the blade angle adjustment mechanism are mounted, A motorsport tire adjustment device according to claim 1, comprising a movable part that makes the above structure movable, wherein the weight when the tire is not being held is in the range of 70 kg to approximately 200 kg.

8. Furthermore, the motorsport tire adjustment device according to any one of claims 1 to 7, further comprising a liquid reservoir for storing liquid, wherein the liquid reservoir is positioned so as to immerse the lower part of the tire in the liquid.

9. A method for adjusting motorsport tires, A tire rotation step in which the above tire is rotated while holding the above tire, A blade rotation step in which the blade mounting section to which the blade is attached is rotated, A second adjustment step involves moving the blade in a second direction perpendicular to the first direction toward the tire using a second adjustment mechanism, A blade angle adjustment step that adjusts the inclination of the blade between the first direction and the second direction using a blade angle adjustment mechanism, A first direction adjustment step involves moving the blade in the first direction using a first adjustment mechanism, A tire adjustment method for motorsports, comprising: a tire adjustment step in which the blade, whose inclination is adjusted by the blade angle adjustment step and which is positioned by the first direction adjustment step and the second direction adjustment step, shaves the surface of the tire to the intended shape, thereby adjusting the motorsports tire to a shape that has desired driving characteristics.

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