JPH0353142A - Tire wear anticipating method - Google Patents
Tire wear anticipating methodInfo
- Publication number
- JPH0353142A JPH0353142A JP1187940A JP18794089A JPH0353142A JP H0353142 A JPH0353142 A JP H0353142A JP 1187940 A JP1187940 A JP 1187940A JP 18794089 A JP18794089 A JP 18794089A JP H0353142 A JPH0353142 A JP H0353142A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- wear
- force
- vehicle
- longitudinal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims description 22
- 238000005070 sampling Methods 0.000 claims description 4
- 230000002194 synthesizing effect Effects 0.000 abstract 1
- 238000012360 testing method Methods 0.000 description 18
- 230000001133 acceleration Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000012345 traction test Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、実際の走行状態でのタイヤの摩耗を正確に
予測する方法に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] This invention relates to a method for accurately predicting tire wear under actual driving conditions.
車両の走行時におけるタイヤの摩耗現象は非常に複雑で
あり、影響する要因も多く、大別すると、タイヤの特性
、路面状況、およびタイヤへの入力荷重が挙げられ、入
力荷重は、さらに、前後荷重と左右荷重に大別される．
タイヤに作用する入力荷重を模式化すると、第６図に示
すように、駆動力あるいは制動力として前後方向に作用
する前後力Ｆｘ、求心力として左右力Ｆ７，そして、こ
れらの前後力Ｆｘおよび左右力Ｆ７に影響を及ぼす上下
荷重Ｗ、スリップ率５１車両の進行方向Ａに対するタイ
ヤ１の傾きであるスリップ角θ、対地キャンバＣが考え
られる．このような複雑な要因の影響を考慮した定量的
な摩耗状況の予測方法は開発されておらず、実車試験に
頼っているのが現状である。The phenomenon of tire wear when a vehicle is running is extremely complex, and there are many influencing factors. Broadly speaking, these include tire characteristics, road surface conditions, and input loads to the tires. It is broadly divided into load and lateral load. To schematically describe the input loads acting on the tire, as shown in Figure 6, there is a longitudinal force Fx acting in the longitudinal direction as a driving force or braking force, a lateral force F7 as a centripetal force, and these longitudinal forces Fx and lateral forces. The vertical load W that affects F7, the slip angle θ which is the inclination of the tire 1 with respect to the traveling direction A of the vehicle with a slip ratio of 51, and the ground camber C are considered. A method for quantitatively predicting wear conditions that takes into account the influence of such complex factors has not been developed, and currently relies on actual vehicle tests.
従来、車両のタイヤ摩耗を予測する方法として、実際に
車両を所定の単位距離だけ走行させてその時の摩耗状況
から完全に摩耗する時期を推定する方法や、実際には走
行させずにタイヤの表面に刃具を押しつけながら回転さ
せ摩耗度を推定する方法が、とられている．
前者のように実際に走行させて摩耗を推定する方法とと
しては、例えば、特開昭６０−４７９４０号公報に開示
された推定方法がある．〔発明が解決しようとする課題
〕
しかし、前者のように実際に単位距離だけ走行させてそ
の時の摩耗状態から完全に摩耗した時を推定する方法は
、摩耗量の測定精度の関係でタイヤをある程度摩耗させ
る必要があり、そのため前記単位距離を短くはできず、
所定の単位距離を走行するのに時間がかかる欠点がある
．
しかも、走行条件が異なる場合には、ある走行条件で単
位距離だけ走行した時の摩耗データをそのまま採用する
ことはできず、その度に実際に走行させる必要がある．
また、後者のように台上試験で摩耗度を推定する方法で
は、摩耗状態が実際に道路を種々の走行条件で走行した
場合の摩耗状態と一致しない欠点がある．
このように、従来は、走行条件および車両諸元ごとに実
車走行を行うことなく、タイヤ摩耗を簡単にかつ正確に
推定する方法はなかった。Conventionally, methods for predicting vehicle tire wear include methods of actually driving the vehicle for a predetermined unit distance and estimating when it will be completely worn out based on the wear condition at that time, and methods of estimating when the vehicle will be completely worn out based on the wear condition at that time. A method is used to estimate the degree of wear by rotating the cutting tool while pressing it against the tool. An example of the former method of estimating wear by actually driving the vehicle is the estimation method disclosed in Japanese Patent Application Laid-Open No. 60-47940. [Problem to be solved by the invention] However, the former method of actually driving a unit distance and estimating when the tire is completely worn out from the wear state at that time is difficult to measure due to the accuracy of measuring the amount of wear. Therefore, the unit distance cannot be shortened.
The disadvantage is that it takes time to travel a given unit distance. Moreover, if the driving conditions are different, it is not possible to directly use the wear data obtained when driving a unit distance under a certain driving condition, and it is necessary to actually run the vehicle each time. Furthermore, the latter method of estimating the degree of wear using a bench test has the disadvantage that the wear condition does not match the wear condition when the vehicle is actually driven on a road under various driving conditions. As described above, conventionally, there has been no method for easily and accurately estimating tire wear without actually driving the vehicle for each driving condition and vehicle specification.
なお、タイヤの摩耗を予測する計算式としてシャーラマ
ッハの摩耗量式があるが、この理論式によると、単位走
行距離あたりのタイヤの摩耗ＩＭは、摩擦エネルギーに
比例すると言われており、次式で表わされる。Furthermore, there is the Schaller-Mach wear amount formula as a calculation formula for predicting tire wear. According to this theoretical formula, tire wear IM per unit mileage is said to be proportional to frictional energy, and the following formula is used: It is expressed as
Ｍ−ｒρＦ” ／Ｃ
但し、ここで、γはタイヤの摩耗度、ρはリジリエンス
、Ｆはタイヤに作用する外力、Ｃは前後方向または左右
方向の力に対する剛性（左右方向の場合コーナリングパ
ワーであり、前後方向の場合ドライビングスティフネス
である。M−rρF” /C Where, γ is the degree of wear of the tire, ρ is the resilience, F is the external force acting on the tire, and C is the stiffness against force in the longitudinal or lateral direction (cornering power in the case of lateral direction). , driving stiffness in the longitudinal direction.
しかし、このシャーラマッハの摩耗量式は、実験の結果
からタイヤ摩耗に影響する要因およびその寄与度を示し
ているだけであり、この摩耗量式を用いてタイヤの摩耗
状態を予測できるのは、車両重量等の車両諸元が一定で
あり、且つ、一定速度で直進走行あるいは定常円旋回走
行等の一定の走行条件で走行する場合のみであった．す
なわち、車両重量等の車両諸元が変わった場合、走行条
件が変わった場合あるいは市街地での一般的な走行時の
ように走行条件が複雑に変化する場合の摩耗の推定は不
可能であった．したがって、本発明は、タイヤに作用す
る荷重の影響を前後方向および左右方向に分離し合戒す
るとともに、実走行時での走行条件をタイヤに作用する
荷重を所定領域毎に細分化してシュミレートすることに
より、走行条件および車両諸元毎に実車走行を行うこと
なく、タイヤ摩耗状態を正確かつ簡単に予測する方法を
提供することを目的とする．
〔課題を解決するための手段〕
この目的を達戒するため、本発明のタイヤ摩耗の予測方
法は、車両を走行させた時のタイヤに作用する時々刻々
に変化する荷重を前後方向および左右方向に分離して前
後力Ｆｘおよび左右力ＦＶとして求め、この前後力Ｆｘ
および左右力Ｆｙを単位走行距離あるいは単位走行時間
毎にサンプリングし、このサンプリングされた前後力Ｆ
ｘおよび左右力Ｆｙのデータがタイヤに作用する荷重範
囲を複数に分割した各分析スライスレベルＦｘｉ．Ｆｙ
ｔに存在した頻度を所定走行距離の間カウントして頻度
データＮｘｉおよびＮｙｉを求め、この頻度分布データ
として得られた前後力Ｆｘおよび左右力Ｆｙの各分析ス
ライスレベルＦ ｘｉ， Ｆ ｙｉとその頻度データ
Ｎｘｉ， Ｎｙｉおよび当該タイヤ毎に予め実験的に求
められている前後方向および左右方向の摩耗度Ｋｘ ，
Ｋｙ 、前後方向のドライビングスティネスＤ３、
コーナリングパワーＣｐを用い、任意の走行距離Ｄだけ
走行した時のタイヤの摩耗＠ＭＴを、式
ＭＴ ＝ΣＫｘ Ｘ （Ｆｘｉ ”／Ｄｓ ） ×Ｎｘ
ｉ×Ｄ＋ΣＫｙ Ｘ （Ｆｙｉ ”／Ｃｐ ） ×Ｎｙ
ｉ×Ｄから求めることを特徴としている．
〔実施例〕
以下、本発明の実施例に係わるタイヤ摩耗の予測方法を
図面によって説明する．
本発明の実施例に係わるタイヤ摩耗の予測方法における
下記のタイヤの摩耗を予測する摩耗量予測式
ＭＴ −ΣＫｘ Ｘ （Ｆｘｉ ”／Ｄｓ ） ×Ｎｘ
ｉ×Ｄ＋ΣＫｙ Ｘ （Ｆｙｉ ”／Ｃｐ ） ×Ｎｙ
ｉ×Ｄのうち、まず、予め各タイヤ毎に実験的に求めら
れるタイヤに固有の前後方向および左右方向の摩耗度Ｋ
ｘ，Ｋｙ、前後方向のドライビングスティフネスＤｓ
（単位はｋｇｆ／Ｘ ）および左右方向のコーナリン
グパワーＣｐ （単位はｋｇｆ／ｒａｄ ）について
説明する．
このうち前後方向および左右方向の摩耗度ＫｘＫｙの求
め方は以下のとおりである．
この前後方向および左右方向の摩耗度Ｋｘ ｓ Ｋｙは
、実車状態あるいは実車状態を再現できるシャシーダイ
上で該当するタイヤを装着した試験車両を単位走行距離
分（例えば１０００Ｋｍ）だけ、複数の摩擦エネルギー
条件で走行させ、その時の摩擦エネルギーであるＦｘ
”／Ｄｓ （Ｆｙ ”／Ｃｐ〉と単位走行距離当
たりのタイヤ摩耗量Ｍｘ（Ｍｙ ）との関係を、両対数
グラフ上にプロットして求める．ここで、前後力Ｆκお
よび左右力Ｆｙの単位はｋｇｆ 、単位走行距離当たり
の摩耗ＩＭｘ，Ｍｙの単位は一ｇｍ／１０００１ｕｗ
”ｉ？ある。However, this Schallermach wear equation only shows the factors that influence tire wear and their contribution based on experimental results, and this wear equation can only be used to predict the tire wear state. This was only applicable when vehicle specifications such as vehicle weight were constant, and the vehicle was driven under certain driving conditions, such as driving straight at a constant speed or driving in steady circular turns. In other words, it is impossible to estimate wear when vehicle specifications such as vehicle weight change, when driving conditions change, or when driving conditions change in a complex manner, such as during general driving in urban areas. ．． Therefore, the present invention separates and combines the effects of loads acting on tires in the front-rear and left-right directions, and simulates actual driving conditions by subdividing the loads acting on tires into predetermined regions. The purpose of this study is to provide a method for accurately and easily predicting tire wear conditions without actually driving the vehicle under each driving condition and vehicle specification. [Means for Solving the Problems] In order to achieve this objective, the tire wear prediction method of the present invention calculates the ever-changing loads acting on the tires when the vehicle is running in the longitudinal and lateral directions. The longitudinal force Fx and the lateral force FV are obtained by separating the
and lateral force Fy are sampled every unit travel distance or unit travel time, and this sampled longitudinal force F
x and left and right force Fy data is divided into multiple analysis slice levels Fxi. Fy
Frequency data Nxi and Nyi are obtained by counting the frequencies present at time t during a predetermined running distance, and each analysis slice level F xi, F yi of longitudinal force Fx and lateral force Fy obtained as this frequency distribution data and their frequencies are calculated. The data Nxi, Nyi and the degree of wear Kx in the front-back direction and the left-right direction, which are determined experimentally in advance for each tire,
Ky, longitudinal driving stiffness D3;
Using the cornering power Cp, tire wear @MT when traveling an arbitrary distance D is calculated using the formula MT = ΣKx X (Fxi ”/Ds ) × Nx
i×D+ΣKy X (Fyi ”/Cp) ×Ny
It is characterized by being calculated from i×D. [Example] Hereinafter, a method for predicting tire wear according to an example of the present invention will be explained with reference to the drawings. The following wear amount prediction formula for predicting tire wear in the tire wear prediction method according to the embodiment of the present invention MT -ΣKx
i×D+ΣKy X (Fyi ”/Cp) ×Ny
Of i×D, first, the tire-specific wear degree K in the front-rear direction and left-right direction is determined experimentally for each tire in advance.
x, Ky, longitudinal driving stiffness Ds
(unit: kgf/X) and lateral cornering power Cp (unit: kgf/rad). The method of determining the degree of wear KxKy in the front-rear direction and left-right direction is as follows. The degree of wear Kx s Ky in the longitudinal direction and the lateral direction is determined by testing a test vehicle equipped with the relevant tire for a unit mileage (for example, 1000 km) under multiple frictional energy conditions on an actual vehicle condition or a chassis die that can reproduce the actual vehicle condition. Fx, which is the frictional energy at that time, is
The relationship between "/Ds (Fy "/Cp>) and the amount of tire wear Mx (My) per unit traveling distance is determined by plotting it on a logarithmic graph.Here, the units of longitudinal force Fκ and lateral force Fy are kgf, wear per unit mileage IMx, My unit is 1 gm/10001uw
“i? Yes.
具体的な試験条件としては、試験車両として、車両総重
１１０５０Ｋｇの車両に所定のタイヤを装着して、舗装
路面にて行った．
前後方向の摩耗度Ｋχについては、一方の試験車両をこ
の試験車両と同一の車両諸元の他方の試験車両で牽引力
を計る牽引力計を介して牽引した状態で、牽引されてい
る前記一方の試験車両にはエンジンブレーキがかかった
状態にし、牽引している側の試験車両の駆動トルクおよ
び牽引されている側の試験車両の制動力を変えて所定単
位距離だけ走行させる．その時のタイヤに作用する前把
方向の荷重Ｆｘは、両試験車両間の牽引力であり、その
値は牽引力計で読み取る。As for specific test conditions, the test was carried out on a paved road using a vehicle with a total vehicle weight of 11,050 kg equipped with specified tires. Regarding the degree of wear Kχ in the longitudinal direction, one test vehicle was towed by another test vehicle having the same vehicle specifications as this test vehicle through a traction force meter that measures the traction force, and the test was performed on one of the test vehicles being towed. The engine brake is applied to the vehicle, and the driving torque of the test vehicle on the towing side and the braking force of the test vehicle on the towed side are varied and the vehicle is driven for a predetermined unit distance. The load Fx in the front grip direction acting on the tire at that time is the traction force between both test vehicles, and its value is read with a traction force meter.
ところで、ドライビングスティフネスＤｓは、タイヤに
作用するドライビングフォースをスリップ率で割ったも
のであり、タイヤに固有の定数である．このドライビン
グスティフネスＤｓは、シャシーダイ上に試験車両を載
せて、ローラをタイヤで駆動した時の駆動力およびタイ
ヤとローラとの間のスリップ率とから求める．
そして、この予め求められておいたこのドライビングス
ティフネスＤｓと、荷重条件を種々変えてこの牽引試験
を行った場合の牽引力計で測定した前後方向の荷重Ｆｘ
および単位距離だけ走行した後のタイヤの摩耗量Ｍｘと
から、両対数グラフの縦軸および横軸に、それぞれ単位
走行距離当たりのタイヤ摩耗量Ｍｘおよび摩擦エネルギ
ー（Ｆ！”／Ｄｓ）を、プロフトすると、第１図に示す
ように結果が得られた．なお、この摩耗度Ｋｘは駆動側
（牽引側車両側の駆動輪）と制動゜側（被牽引車両側の
駆動輪）とで異なる結果が得られた。By the way, the driving stiffness Ds is the driving force acting on the tire divided by the slip rate, and is a constant specific to the tire. This driving stiffness Ds is determined from the driving force when the rollers are driven by the tires and the slip rate between the tires and the rollers with the test vehicle mounted on the chassis die. This driving stiffness Ds determined in advance and the load Fx in the longitudinal direction measured with a traction force meter when carrying out this traction test under various load conditions.
and tire wear amount Mx after traveling unit distance, the tire wear amount Mx and frictional energy (F!''/Ds) per unit traveling distance are plotted on the vertical and horizontal axes of the logarithmic graph, respectively. As a result, the results shown in Fig. 1 were obtained.The degree of wear Kx differs between the drive side (driving wheels on the towing vehicle side) and the braking side (driving wheels on the towed vehicle side). was gotten.
次に、左右方向の摩耗度Ｋｙについては、所定の半径の
円軌跡を描くように、定常的に円旋回走行を行わせ、車
両に取りつけた加速度計にて車両に作用する半径方向の
加速度を求め、この半径方向の加速度と車両重量とから
遠心力を求め、さらにこの遠心力を所定の分配率で各車
輪に分配することによりタイヤに作用する左右方向の荷
重を求める．
ところで、コーナリングパワーｃｐは、車両が旋回する
時に作用するコーナリングフォースをスリップ角で割っ
たものであり、これも、タイヤに固有の定数である．こ
のコーナリングパワーＣｐは、シャシーダイ上に試験車
両を載せタイヤを車両の前進方向に対して所定のスリッ
プ角で傾けた状態にして、ローラをタイヤで駆動した時
にびタイヤに作用する左右方向の力すなわちコーナリン
グフォースと前記スリップ角とから求める．そして、こ
の予め求められておいたこのコーナリングパワーＣｐと
、荷重条件を種々変えてこの定常円旋回試験を行った場
合の加速度計で測定した左右方向の荷重ＦＶおよび単位
距離だけ定常円旋回走行した後のタイヤの摩耗量Ｍｙと
から、両対数グラフの縦軸および横軸に、それぞれ単位
走行距離当たりのタイヤ摩耗量Ｍ！および摩擦エネルギ
ー（Ｆｙ ”／Ｃｐ）を、プロットすると、第２図に
示すような結果が得られる。Next, regarding the degree of wear Ky in the left and right direction, the vehicle is made to constantly turn in a circular motion so as to draw a circular locus with a predetermined radius, and the acceleration in the radial direction acting on the vehicle is measured using an accelerometer attached to the vehicle. The centrifugal force is determined from this radial acceleration and vehicle weight, and the lateral load acting on the tires is determined by distributing this centrifugal force to each wheel at a predetermined distribution ratio. By the way, cornering power cp is obtained by dividing the cornering force that acts when the vehicle turns by the slip angle, and is also a constant specific to the tire. This cornering power Cp is determined by the horizontal force that acts on the tires when the test vehicle is mounted on the chassis die and the tires are tilted at a predetermined slip angle with respect to the forward direction of the vehicle, and the rollers are driven by the tires. In other words, it is determined from the cornering force and the slip angle. Then, the cornering power Cp determined in advance, the load FV in the left and right direction measured by the accelerometer when performing this steady circular turning test with various load conditions, and the steady circular turning for a unit distance were run. From the subsequent tire wear amount My, the tire wear amount per unit mileage M! is plotted on the vertical and horizontal axes of the logarithmic graph, respectively. When the frictional energy (Fy''/Cp) is plotted, the results shown in FIG. 2 are obtained.
以上で、あるタイヤの任意の走行条件での摩耗状態を予
測するのに必要な定数が得られたことになる．
次に、前記定数Ｋｘ ｓ Ｋｙ ｓ Ｄｓ ， Ｃｐを
基に、実際の走行条件でのタイヤに作用する前後方向お
よび左右方向の荷重を単位走行距離あるいは単位走行時
間毎にサンプリングして、荷重範囲を複数に分割した各
分析スライスレベルＦｘｉ，Ｆｙｉ毎に、サンプリング
データの頻度をカウントして頻度データＮκｉ， Ｎｙ
ｉを求めることにより、任意の走行距離Ｄだけ走行した
時のタイヤの摩耗量ＭＴが、前記摩耗量予測式から求め
られる．
そこで、この頻度分布は、以下のようにして求める．す
なわち、まず、該当タイヤを該当車両に装着した状態で
、タイヤ摩耗を予測すべき走行条件に適する道路を実際
に走行して、車両に作用する時々刻々変化する前後荷重
および左右荷重を測定する．この車両に作用する前後荷
重および左右荷重を、車両の各車輪毎に分配して各車輪
に作用する前後方向および左右方向の荷重である前後力
Ｆｘ，左右力Ｆｙとする。With the above, we have obtained the constants necessary to predict the wear state of a certain tire under arbitrary driving conditions. Next, based on the constants Kx s Ky s Ds , Cp, the loads in the longitudinal and lateral directions that act on the tires under actual driving conditions are sampled for each unit traveling distance or unit traveling time, and the load range is determined. For each analysis slice level Fxi, Fyi divided into multiple parts, the frequency of sampling data is counted and frequency data Nκi, Ny
By determining i, the wear amount MT of the tire when traveling an arbitrary distance D can be determined from the wear amount prediction formula. Therefore, this frequency distribution is obtained as follows. That is, first, with the relevant tires mounted on the relevant vehicle, the vehicle is actually driven on a road suitable for the driving conditions for which tire wear is to be predicted, and the ever-changing longitudinal and lateral loads acting on the vehicle are measured. The longitudinal load and the lateral load acting on the vehicle are distributed to each wheel of the vehicle to form a longitudinal force Fx and a lateral force Fy, which are loads in the longitudinal direction and the lateral direction acting on each wheel.
なお、その測定車両の加速度を測定し、その加速度と車
両諸元からタイヤに作用する前後力Ｆｘ．左右力Ｆｙを
計算することでも代用で・きる．このように特定の車両
で加速度を測定しておけば、同じ走行条件の場合は、タ
イヤに作用する荷重を求めるのに、車両諸元が異なるご
とに実車走行する必要はなく、頻度分布を計算により簡
単に求めることができる．
この時々刻々変化する前後力Ｆｘ．左右力Ｆｙは、第３
図に示すように変化しており、この前後力Ｆｘ，左右力
Ｆｙを単位時間（例えば０．４ｍ秒）毎にサンプリング
する．なお、第３図においては前後力Ｆｘおよび左右力
Ｆｙを絶対値で表さずに、所定の荷重範囲を６４分割し
た状態でのレベル番号で表示している．
そして、このサンプリングデータが、各分析スライスレ
ベルＦｘｉ，Ｆｙｉの何れに存在したかにより、各分析
スライスレベルＦ ｘｉ， Ｆ ｙｉ毎に頻度をカウ
ントする．所定走行距離走行分だけカウントして、その
頻度データＮｘｉ， Ｎｙｉを求める．この頻度データ
Ｎｘｉ， Ｎｙｉを縦軸にとって図示したのが第４図に
示すヒストグラムである．
現実の車両諸元および走行条件が反映された実車走行で
の、タイヤに作用する前後方向および左右方向の荷重で
ある前後力Ｆｘおよび左右力Ｆｙの頻度分布データであ
る分析スライスレベルＦｘｉ，Ｆｙｉとその頻度データ
Ｎｘｉ． Ｎｙｉと、前述したように予め実験的に各タ
イヤ毎に求められている前後方向および左右方向の摩耗
度Ｋｘ ，Ｋｙ 、前後方向のドライビングスティフネ
スＤｓ、および左右方向のコーナリングパワーＣｐから
、任意の所定距離Ｄだけ走行した場合に、タイヤの摩耗
量がいくらになるかが、前記各データＫｘ．Ｋｙ．Ｆｘ
ｉ， Ｆｙｉ． Ｄｓ ， Ｃｐ ， Ｎｘｉ． Ｎｙ
ｉを、前記摩耗量予測式に代入することにより、簡単か
つ正確に算出できる．
そして、上記試験車両と同一の車両およびタイヤにて豊
田市および名古屋市近郊を実際に走行した場合の摩耗量
の実測値と、上記摩耗量推定式により算出した摩耗量の
推定値とは、第５図に示すように良く一致しており、市
場走行のような複雑な走行条件においても本予測方法で
タイヤの摩耗を正確に推定できることが確認できた．以
上、本発明の一実施例について説明したが、本発明は、
この実施例に限定されるものではなく、特許請求の範囲
に記載の範囲内で種々の実施態様が包含されるものであ
り、例えば、タイヤに作用する荷重をサンプリングする
のに単位走行時間毎ではなく、単位走行距離毎にサンプ
リングしても良い．
また、市場走行を想定した場合のタイヤに作用する荷重
の各分析スライスレベルＦ ｘｉ． Ｆ ｙｉの頻度
Ｎｘｉ， Ｎｙｉがシュミレートできれば、実際に走
行させなくとも、シュミレートされた各分析スライスレ
ベルＦ ｘｉ， Ｆ ｙｉ毎の頻度データＮｘｆ，
Ｎｙｉを用いて摩耗量を算出するとこもできる．なお、
以上はタイヤ全体の摩耗量を前提として説明してきたが
、タイヤのトレンド部やショルダ部毎に分けて、摩耗量
を推定することもでき、このようにタイヤのトレンド部
やショルダ部毎に分けて推定するとタイヤの偏摩耗の予
測も可能となる．
〔発明の効果〕
以上述べたように、本発明によれば、タイヤの摩耗度を
荷重が前後方向．左右方向単独に作用した場合を示して
いるが、前後方向，左右方向に複合的に作用しても摩耗
量の推定が可能である．また、前後方向および左右方向
に荷重を分離して摩耗量を算出しているため、タイヤに
作用する荷重の測定が簡単に行え、また、摩耗量の計算
も簡単に行なえる．
さらに、前後方向および左右方向の荷重による摩耗量を
独立して算出しているため、多種の走行条件での摩耗の
解析にも有効である．The acceleration of the measurement vehicle is measured, and the longitudinal force Fx. acting on the tires is determined from the acceleration and the vehicle specifications. This can also be substituted by calculating the left and right force Fy. By measuring the acceleration of a specific vehicle in this way, under the same driving conditions, there is no need to drive the actual vehicle each time the vehicle specifications differ to determine the load acting on the tires, and the frequency distribution can be calculated. It can be easily obtained by This momentarily changing longitudinal force Fx. The left and right force Fy is the third
The force changes as shown in the figure, and the longitudinal force Fx and lateral force Fy are sampled every unit time (for example, 0.4 msec). In addition, in FIG. 3, the longitudinal force Fx and the lateral force Fy are not expressed as absolute values, but as level numbers obtained by dividing a predetermined load range into 64. Then, depending on which of the analysis slice levels Fxi and Fyi this sampling data exists in, the frequency is counted for each analysis slice level F xi and F yi. The frequency data Nxi and Nyi are determined by counting the number of miles traveled over a predetermined distance. The histogram shown in FIG. 4 illustrates this frequency data Nxi and Nyi on the vertical axis. Analysis slice levels Fxi, Fyi are frequency distribution data of longitudinal force Fx and lateral force Fy, which are loads in the longitudinal direction and lateral direction that act on tires, during actual vehicle driving that reflects actual vehicle specifications and driving conditions. Its frequency data Nxi. Nyi, the degree of wear in the longitudinal direction and the lateral direction Kx, Ky, the driving stiffness Ds in the longitudinal direction, and the cornering power Cp in the lateral direction, which are determined experimentally for each tire in advance as described above, to an arbitrary predetermined value. The amount of wear on the tires when the distance D is traveled is calculated from each of the data Kx. Ky. Fx
i, Fyi. Ds, Cp, Nxi. NY
By substituting i into the above-mentioned wear amount prediction formula, it can be easily and accurately calculated. The actual measured value of the amount of wear when the same vehicle and tires as the above test vehicle were actually driven around Toyota City and Nagoya City, and the estimated value of the amount of wear calculated using the above wear amount estimation formula are As shown in Figure 5, there is good agreement, confirming that this prediction method can accurately estimate tire wear even under complex driving conditions such as market driving. Although one embodiment of the present invention has been described above, the present invention includes
The present invention is not limited to this example, and includes various embodiments within the scope of the claims. Instead, sampling may be performed for each unit distance traveled. In addition, each analysis slice level F xi. of the load acting on the tire assuming market driving. If the frequency Nxi, Nyi of F yi can be simulated, the frequency data Nxf, for each simulated analysis slice level F xi, F yi can be obtained without actually running the vehicle.
It is also possible to calculate the amount of wear using Nyi. In addition,
The above explanation has been based on the amount of wear of the tire as a whole, but it is also possible to estimate the amount of wear by dividing the tire's trend part and shoulder part. By estimating this, it is also possible to predict uneven tire wear. [Effects of the Invention] As described above, according to the present invention, the degree of tire wear is determined by the load in the longitudinal direction. Although the case where the wear is applied in the left-right direction alone is shown, the amount of wear can be estimated even if the wear is applied in the front-rear and left-right directions in combination. In addition, since the amount of wear is calculated by separating the load in the front-rear direction and left-right direction, it is easy to measure the load acting on the tire, and it is also easy to calculate the amount of wear. Furthermore, since the amount of wear due to loads in the longitudinal and lateral directions is calculated independently, it is effective in analyzing wear under a variety of driving conditions.
第１図は本発明のタイヤ摩耗の予測方法における前後方
向のタイヤの摩耗度を示す前後力と摩耗量とをプロット
した両対数グラフ、第２図は本発明のタイヤ摩耗の予測
方法における左右方向のタイヤの摩耗度を示す左右力と
摩耗量とをプロットした両対数グラフ、第３図は実車走
行時のタイヤに作用する前後力（左右力）の時々刻々の
変化を示す記録波形図、第４図は第３図の前後力（左右
力）の各分析スライスレベル毎の頻度分布を示すヒスト
グラム、第５図は市場走行でのタイヤの摩耗量の実測値
と本発明のタイヤ摩耗の予測方法に基づき予測した推定
値との相関を示すグラフ、第６図はタイヤに作用する荷
重を示す模式図である。
第
１
図
第２図
ＦＹ２／Ｃｐ
第５図
ＪｔＬ定イｌ（ｍｍ）
第６図Fig. 1 is a logarithmic graph plotting longitudinal force and amount of wear showing the degree of tire wear in the longitudinal direction in the tire wear prediction method of the present invention, and Fig. 2 is a logarithmic graph plotting the longitudinal force and wear amount in the tire wear prediction method of the present invention in the lateral direction. Fig. 3 is a logarithmic graph plotting the lateral force and the amount of wear showing the degree of tire wear; Fig. 3 is a recorded waveform chart showing moment-by-moment changes in the longitudinal force (lateral force) acting on the tire when the vehicle is running; Figure 4 is a histogram showing the frequency distribution for each analysis slice level of the longitudinal force (lateral force) in Figure 3, and Figure 5 is the actual measured value of tire wear amount in market driving and the tire wear prediction method of the present invention. FIG. 6 is a graph showing the correlation with the estimated value predicted based on the equation, and FIG. 6 is a schematic diagram showing the load acting on the tire. Fig. 1 Fig. 2 FY2/Cp Fig. 5 JtL setting l (mm) Fig. 6
Claims (1)
に変化する荷重を前後方向および左右方向に分離して前
後力Ｆ＿ｘおよび左右力Ｆ＿ｙとして求め、この前後力
Ｆ＿ｘおよび左右力Ｆ＿ｙを単位走行距離あるいは単位
走行時間毎にサンプリングし、このサンプリングされた
前後力Ｆ＿ｘおよび左右力Ｆ＿ｙのデータがタイヤに作
用する荷重範囲を複数に分割した各分析スライスレベル
Ｆ＿ｘ＿ｉ、Ｆ＿ｙ＿ｉに存在した頻度を所定走行距離
の間カウントして頻度データＮ＿ｘ＿ｉおよびＮ＿ｙ＿
ｉを求め、この頻度分布データとして得られた前後力Ｆ
＿ｘおよび左右力Ｆ＿ｙの分析スライスレベルＦ＿ｘ＿
ｉ、Ｆ＿ｙ＿ｉとその頻度データＮ＿ｘ＿ｉ、Ｎ＿ｙ＿
ｉと、当該タイヤ毎に予め実験的に求められている前後
方向および左右方向の摩耗度Ｋ＿ｘ、Ｆ＿ｙ、前後方向
のドライビングスティネスＤ＿ｓおよび左右方向のコー
ナリングパワーＣ＿ｐを用い、任意の走行距離Ｄだけ走
行した時のタイヤの摩耗量ＭＴを、式 ＭＴ＝ΣＫ＿ｘ×（Ｆ＿ｘ＿ｉ＾ｚ／Ｄ＿ｓ）×Ｎ＿ｘ
＿ｉ×Ｄ＋ΣＫ＿ｙ×（Ｆ＿ｙ＿ｉ＾ｚ／Ｃ＿ｐ）×Ｎ
＿ｙ＿ｉ×Ｄから求めることを特徴とするタイヤ摩耗の
予測方法。(1) Separate the ever-changing loads that act on the tires when the vehicle is running into the longitudinal and lateral directions and find them as longitudinal force F_x and lateral force F_y, and use these longitudinal force F_x and lateral force F_y as units. Sampling is performed for each traveling distance or unit traveling time, and the frequency with which the sampled data of longitudinal force F_x and lateral force F_y exists at each analysis slice level F_x_i, F_y_i, which divides the load range acting on the tire into multiple parts, is calculated for a predetermined traveling period. Frequency data N_x_i and N_y_ by counting during distance
i is obtained, and the longitudinal force F obtained as this frequency distribution data is
Analysis slice level F_x_ of _x and left-right force F_y
i, F_y_i and its frequency data N_x_i, N_y_
i, the degree of wear K_x, F_y in the front-rear direction and left-right direction experimentally determined for each tire in advance, the driving stiffness D_s in the front-rear direction, and the cornering power C_p in the left-right direction, and only an arbitrary traveling distance D. The amount of tire wear MT during driving is calculated using the formula MT=ΣK_x×(F_x_i＾z/D_s)×N_x
_i×D+ΣK_y×(F_y_i＾z/C_p)×N
A method for predicting tire wear characterized by calculating from _y_i×D.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1187940A JPH0663933B2 (en) | 1989-07-20 | 1989-07-20 | How to predict tire wear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1187940A JPH0663933B2 (en) | 1989-07-20 | 1989-07-20 | How to predict tire wear |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0353142A true JPH0353142A (en) | 1991-03-07 |
| JPH0663933B2 JPH0663933B2 (en) | 1994-08-22 |
Family
ID=16214839
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1187940A Expired - Lifetime JPH0663933B2 (en) | 1989-07-20 | 1989-07-20 | How to predict tire wear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0663933B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06258090A (en) * | 1993-03-05 | 1994-09-16 | Japan Radio Co Ltd | Safety travel designating apparatus |
| JP2002221527A (en) * | 2001-01-26 | 2002-08-09 | Sumitomo Rubber Ind Ltd | Wear state detection method and device for tire, and wear determination program for tire |
| JP2010015496A (en) * | 2008-07-07 | 2010-01-21 | Denso Corp | Vehicle driving support apparatus |
| JP2012098251A (en) * | 2010-11-05 | 2012-05-24 | Bridgestone Corp | Wear test apparatus for tires, method and program |
| JP2013083575A (en) * | 2011-10-11 | 2013-05-09 | Bridgestone Corp | Method, apparatus and program for predicting tire wear |
| JP2015219150A (en) * | 2014-05-19 | 2015-12-07 | 横浜ゴム株式会社 | Wear prediction method of tire and computer program for wear prediction |
| JP2017110976A (en) * | 2015-12-15 | 2017-06-22 | 住友ゴム工業株式会社 | Tire wear performance prediction method and simulation method |
| CN114475093A (en) * | 2022-01-05 | 2022-05-13 | 东风柳州汽车有限公司 | Tire wear reminding method, device, equipment and storage medium |
| US11597238B2 (en) | 2018-09-10 | 2023-03-07 | Denso Corporation | Tire system |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5625376B2 (en) * | 2009-02-06 | 2014-11-19 | 横浜ゴム株式会社 | Wear resistance performance evaluation apparatus, wear resistance performance evaluation method, and computer program for wear resistance performance evaluation |
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-
1989
- 1989-07-20 JP JP1187940A patent/JPH0663933B2/en not_active Expired - Lifetime
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06258090A (en) * | 1993-03-05 | 1994-09-16 | Japan Radio Co Ltd | Safety travel designating apparatus |
| JP2002221527A (en) * | 2001-01-26 | 2002-08-09 | Sumitomo Rubber Ind Ltd | Wear state detection method and device for tire, and wear determination program for tire |
| JP4582920B2 (en) * | 2001-01-26 | 2010-11-17 | 住友ゴム工業株式会社 | Tire wear state detecting device and method, and tire wear judging program |
| JP2010015496A (en) * | 2008-07-07 | 2010-01-21 | Denso Corp | Vehicle driving support apparatus |
| JP4513909B2 (en) * | 2008-07-07 | 2010-07-28 | 株式会社デンソー | Vehicle travel support device |
| US8185289B2 (en) | 2008-07-07 | 2012-05-22 | Denso Corporation | Vehicle driving support apparatus |
| JP2012098251A (en) * | 2010-11-05 | 2012-05-24 | Bridgestone Corp | Wear test apparatus for tires, method and program |
| JP2013083575A (en) * | 2011-10-11 | 2013-05-09 | Bridgestone Corp | Method, apparatus and program for predicting tire wear |
| JP2015219150A (en) * | 2014-05-19 | 2015-12-07 | 横浜ゴム株式会社 | Wear prediction method of tire and computer program for wear prediction |
| JP2017110976A (en) * | 2015-12-15 | 2017-06-22 | 住友ゴム工業株式会社 | Tire wear performance prediction method and simulation method |
| US11597238B2 (en) | 2018-09-10 | 2023-03-07 | Denso Corporation | Tire system |
| CN114475093A (en) * | 2022-01-05 | 2022-05-13 | 东风柳州汽车有限公司 | Tire wear reminding method, device, equipment and storage medium |
| CN114475093B (en) * | 2022-01-05 | 2023-06-30 | 东风柳州汽车有限公司 | Tire wear reminding method, device, equipment and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0663933B2 (en) | 1994-08-22 |
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