Wheel performance testing device

Abstract

The present invention discloses a wheel performance testing device, which comprises: a test trough platform, which is a long strip structure, and comprises an acceleration section, a test section and a deceleration section from one end to the other end, and the test trough platform is provided with a gap corresponding to the test section; a road condition trough, which is pull-out connected in the gap, and the interior of the road condition trough is filled with different base materials to simulate different driving conditions; a test trolley, which is slidingly connected to the top of the test trough platform and passes through the acceleration section, the test section and the deceleration section, and a test wheel is rotatably connected to the test trolley, and the test wheel contacts the simulated road surface in the road condition trough when passing the test section, and the test trolley is provided with a speed regulating mechanism for assisting acceleration or assisting deceleration and stopping and a measurement and control system for testing test wheel data. The present invention has strong applicability, can simulate different high-speed road condition test environments, can accelerate to a high speed within a limited length, and can decelerate to stop after the test.

Description

Technical Field

[0001] The invention belongs to the technical field of test wheel testing, and in particular relates to a wheel performance testing device. Background Art

[0002] Aircraft reach very high speeds during takeoff and landing, causing significant impacts. Test vehicle tire pressures can reach over 1 MPa. Therefore, high-speed simulation testing is essential for ensuring the reliability of aircraft tires that must operate at high speeds. Currently, high-speed simulation tests are typically conducted outdoors, requiring significant labor and transportation costs, and resulting in lengthy testing cycles. While there are indoor high-speed test wheel durability test facilities, these facilities are unable to observe the test wheels' operating conditions under high-speed and other harsh operating conditions. Therefore, an indoor facility is needed that can simulate various types of high-speed driving tests on test wheels to facilitate verification of their structural strength and reliability.

[0003] Therefore, how to provide a test wheel performance test device that can simulate various road conditions is a problem that those skilled in the art urgently need to solve. Summary of the Invention

[0004] In view of this, the present invention provides a wheel performance testing device to solve the problem that the existing short-distance test wheel testing system cannot provide multiple performance tests of the test wheel at high speed.

[0005] In order to achieve the above object, the present invention adopts the following technical solution: a wheel performance testing device, comprising:

[0006] The test trough is a long strip structure, and includes an acceleration section, a test section, and a deceleration section from one end to the other, and a notch is provided in the test trough corresponding to the test section;

[0007] A road condition groove, the road condition groove is connected in a pull-out manner in the notch, and the interior of the road condition groove is filled with different base materials to simulate different driving road conditions;

[0008] A test trolley is slidably connected to the top of the test trough and passes through an acceleration section, a test section and a deceleration section. A test wheel is rotatably connected to the test trolley. When the test wheel passes through the test section, it contacts the simulated road surface in the road condition trough. The test trolley is provided with a speed regulating mechanism for assisting acceleration or assisting deceleration and stopping, and a measurement and control system for testing the test wheel data.

[0009] The beneficial effects of the present invention are: the test trough provides a test platform, which can complete the high-speed performance test of the test wheel within a limited distance, and can simulate different road conditions to test the performance of the test wheel. The road condition trough is pull-out connected to the test trough, which is convenient for replacing different base materials to simulate different high-speed road conditions. It has strong versatility. The test rig vehicle accelerates in the acceleration section, and the test section uses a speed regulating mechanism to maintain the vehicle speed to meet the simulated high-speed requirements. The deceleration section uses the speed regulating mechanism to decelerate until it stops. It is easy to use in conjunction with the measurement and control system, and the test is accurate.

[0010] Preferably, guide rails passing through the acceleration section, the test section and the deceleration section are provided on both sides of the top of the test trough. An initial acceleration mechanism is provided at one end of the test trough corresponding to the acceleration section, and a buffer protection mechanism is provided at the other end of the test trough corresponding to the deceleration section. The initial acceleration mechanism contacts the test trolley to provide the initial speed of the test trolley. The initial acceleration mechanism and the buffer protection mechanism both include abutment plates and springs, and the abutment plates are connected to the test trough at the corresponding end through springs.

[0011] The resulting technical effect is: the initial acceleration section can provide the initial speed of the test bench, and can meet the speed requirements within a shorter distance. The buffer protection mechanism is a protective mechanism for deceleration and parking, which effectively ensures the stable parking of the test bench.

[0012] Preferably, an acceleration mechanism is installed inside the test tank and corresponding to the acceleration section, and the test trolley moves with acceleration through the acceleration mechanism.

[0013] The resulting technical effect is that the acceleration mechanism can enable the test bench vehicle to achieve a higher speed in a short distance and short time to meet the test requirements.

[0014] Preferably, the acceleration mechanism includes a mounting plate, an acceleration motor and two groups of acceleration rollers rotating relative to each other. The mounting plate is fixedly connected to the inside of the test trough. There are two groups of acceleration motors and they are respectively fixed under the mounting plate. The output shaft of the acceleration motor vertically passes through the mounting plate and is transmission-connected to the corresponding acceleration rollers. The acceleration rollers contact the bottom of both sides of the test trolley to provide centrifugal force, and space is reserved between the two groups of acceleration rollers for the test wheels to pass through.

[0015] The resulting technical effect is: the acceleration mechanism is realized through an acceleration motor and an acceleration roller. The two sets of acceleration rollers provide centrifugal force to the test trolley, prompting the test trolley to be thrown out at high speed. The distance between the acceleration rollers can also ensure that the test wheels pass through the two sets of acceleration rollers smoothly.

[0016] Preferably, the test trolley includes a wheel frame, a walking roller, a guide roller, an acceleration rail, a loading system and an adaptive system. One end of the wheel frame is a walking front end, and the other end is a walking tail end. The walking tail end contacts the initial acceleration mechanism to provide the initial speed of the wheel frame, and the walking front end contacts the buffer protection mechanism to stop the displacement of the wheel frame. The walking rollers are arranged in pairs relative to each other up and down and are rotatably connected to the outside of the wheel frame. The two walking rollers in the group clamp the guide rail, and the speed regulation mechanism is arranged at the walking tail end of the wheel frame and contacts the guide rail. The speed regulation mechanism provides forward motive force for the vehicle body in the acceleration section and the test section, and provides driving resistance for the vehicle body in the deceleration section. The guide rollers have two groups and are respectively rotatably connected to the walking front end of the wheel frame. The guide rollers are respectively in contact with the corresponding inner sides of the guide rails, and the acceleration rails are arranged on both inner sides of the wheel frame and contact with the acceleration rollers. The loading system is connected to the wheel frame and is located above the test wheel, and the adaptive system is installed on the test wheel to adjust the up and down amplitude of the test wheel.

[0017] The resulting technical effect is: the test trolley runs stably on the guide rails through walking rollers and guide rollers, the speed regulation mechanism is arranged at the walking tail end of the wheel frame to provide speed regulation power, the adaptive system can realize the up and down adjustment of the test wheel to cope with different road conditions, and the loading system provides the required load to the test wheel to meet different test conditions.

[0018] Preferably, the measurement and control system includes a controller, a panel and a camera, and the measurement and control system is fixedly connected to the wheel frame; the loading system includes a loading platform and a counterweight block, and the loading platform is located above the test wheel, and the counterweight block is loaded on the loading platform to provide the counterweight requirement of the test wheel.

[0019] The resulting technical effect is that the measurement and control system can monitor the status information of the test wheel, and the loading system located above the adaptive system provides different test requirements for the test wheel.

[0020] Preferably, the speed regulating mechanism includes a speed regulating motor and a speed regulating roller. There are two groups of speed regulating motors and they are respectively fixed on both sides of the walking tail end of the wheel frame. The output shaft of the speed regulating motor is arranged vertically and is transmission-connected to the speed regulating roller. The speed regulating roller contacts the inner wall of the guide rail.

[0021] The resulting technical effect is: the contact between the speed regulating roller and the guide rail provides forward assistance in the acceleration section, compensating for the influence of friction resistance during the sliding process of the test trolley, and can also provide deceleration resistance in the deceleration section and stop quickly.

[0022] Preferably, there are two groups of acceleration rails and they are respectively arranged at the two inner bottoms of the wheel frame. Both ends of the acceleration rails have arc-shaped introduction sections. The middle of the acceleration rail contacts the outer side of the acceleration roller. A buffer block is connected between the acceleration rail and the wheel frame.

[0023] The resulting technical effects are: the front and rear ends of the acceleration rail are thin and farther away from the acceleration roller, and are used for guidance; the middle part cooperates with the acceleration roller in the acceleration section; the buffer block is connected to the test trolley frame to provide a certain buffer when the test trolley is thrown out.

[0024] Preferably, the adaptive system includes a test wheel fork shaft, a guide sleeve and an adjusting spring, the top end of the test wheel fork shaft is fixed on the wheel frame, the test wheel rotates between the test wheel fork shafts, the guide sleeve is slidably connected to the test wheel fork shaft, the bottom end of the guide sleeve is connected to the test wheel shaft, the adjusting spring is inserted into the test wheel fork shaft and fixed at the top end of the guide sleeve, and the adjusting spring adjusts the up and down vibration amplitude of the test wheel.

[0025] The resulting technical effect is that the adaptive system can adjust the up and down vibration amplitude of the test wheel, which can prevent the test wheel from moving up and down rapidly when passing through rugged terrain and causing impact on the test rig and test wheel.

[0026] Preferably, a sliding rod is horizontally connected to the notch, and the road condition groove is slidably connected to the sliding rod, and the road condition groove slides into the test trough platform or slides out of the test trough platform.

[0027] The resulting technical effect is that the road condition groove can be replaced with simulated road surfaces such as land surface and asphalt surface according to test needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is an overall schematic diagram of a wheel performance testing device according to the present invention;

[0029] Figure 2 This is a schematic diagram of the disassembly of a wheel performance testing device of the present invention;

[0030] Figure 3 This is an overall structural diagram of a test rig for a wheel performance test device of the present invention;

[0031] Figure 4 This is a schematic diagram of an on-track test rig of a wheel performance test device of the present invention.

[0032] 1 test trough, 11 acceleration section, 12 test section, 13 deceleration section, 2 guide rail, 3 road condition trough, 4 test trolley, 41 wheel frame, 42 walking roller, 43 guide roller, 44 acceleration rail, 45 loading system, 46 adaptive system, 47 speed regulation mechanism, 48 measurement and control system, 49 test wheel, 5 initial acceleration mechanism, 6 buffer protection mechanism, 7 acceleration mechanism, 71 acceleration motor, 72 acceleration roller, 73 mounting plate. DETAILED DESCRIPTION

[0033] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0034] See the attached Figures 1 to 4 According to an embodiment of the present invention, a wheel performance testing device includes:

[0035] The test trough 1 is a long strip structure. From one end to the other, the test trough 1 includes an acceleration section 11, a test section 12 and a deceleration section 13. The test trough 1 is provided with a notch corresponding to the test section 12.

[0036] The road condition groove 3 is connected in a pull-out manner in the notch. The interior of the road condition groove 3 is filled with different base materials to simulate different driving road conditions. It has strong versatility and flexible use.

[0037] The test trolley 4 is slidably connected to the top of the test tank platform 1 and passes through the acceleration section 11, the test section 12 and the deceleration section 13. The test wheel 49 is rotatably connected to the test trolley 4. When the test wheel 49 passes through the test section 12, it contacts the simulated road surface in the road condition tank 3. The test trolley 4 is provided with a speed regulating mechanism 47 for assisting acceleration or assisting deceleration and stopping, and a measurement and control system 48 for testing the test wheel data.

[0038] In other embodiments, guide rails 2 are provided on both sides of the top of the test trough 1, which pass through the acceleration section 11, the test section 12 and the deceleration section 13. An initial acceleration mechanism 5 is provided at one end of the test trough 1 corresponding to the acceleration section 11, and a buffer protection mechanism 6 is provided at the other end of the test trough 1 corresponding to the deceleration section 13. The initial acceleration mechanism 5 contacts the test trolley 4 to provide the initial speed of the test trolley. The initial acceleration mechanism 5 and the buffer protection mechanism 6 both include abutment plates and springs, and the abutment plates are connected to the test trough at the corresponding end through springs.

[0039] The spring of the initial acceleration mechanism is in a fully compressed state. At the beginning of the acceleration section, the test trolley is in close contact with the abutment plate. The moment the compressed spring is released, the test trolley obtains an initial velocity V0. Since the test trolley is light, the friction between the guide roller and the guide rail is small, and the speed regulating roller provides a running start, after the high-speed rotating counter-roller contacts the acceleration guide rail of the test trolley, the centrifugal force throws the test trolley out, so that the test trolley immediately has a high speed (above 30km / h) V1. According to the linear speed calculation formula v = ω·r, the speed that the test trolley can obtain can be adjusted by adjusting the speed and diameter of the high-speed rotating counter-roller. For example, when the speed of the high-speed rotating counter-roller is 1500rpm and the diameter is 200mm, the test trolley can obtain a driving speed of 56.55km / h.

[0040] After the test trolley completely leaves the test section, the speed control motor drives the speed control roller to decelerate and gradually begins to leave the high speed; after reaching the end of the deceleration section, the front end buffer device of the test trolley collides with the buffer protection mechanism of the test device and stops, ending the entire test process.

[0041] In other embodiments, an acceleration mechanism 7 is installed inside the test tank 1 and corresponding to the acceleration section 11 , and the test trolley 4 moves with acceleration through the acceleration mechanism 7 .

[0042] In other specific embodiments, the acceleration mechanism 7 includes a mounting plate 73, an acceleration motor 71 and two groups of relative rotating acceleration rollers 72. The mounting plate 73 is fixedly connected to the inside of the test trough 1. There are two groups of acceleration motors 71 and they are respectively fixed under the mounting plate 73. The output shaft of the acceleration motor 71 vertically passes through the mounting plate 73 and is transmission-connected to the corresponding acceleration roller 72. The acceleration roller 72 contacts the bottom of both sides of the test trolley 4 to provide centrifugal force. Space is reserved between the two groups of acceleration rollers 72 for the test wheels to pass through, ensuring that the test trolley passes through the acceleration mechanism smoothly.

[0043] In some other embodiments, the test trolley 4 includes a wheel frame 41, walking rollers 42, guide rollers 43, acceleration rails 44, a loading system 45 and an adaptive system 46. One end of the wheel frame 41 is the walking front end, and the other end is the walking tail end. The walking tail end contacts the initial acceleration mechanism 5 to provide the initial speed of the wheel frame, and the walking front end contacts the buffer protection mechanism 6 to stop the wheel frame displacement. The walking rollers 42 are arranged in pairs up and down and are rotatably connected to the outer side of the wheel frame 41. Four groups of walking rollers clamp the guide rails 2 to ensure the on-track movement of the test trolley. The speed regulating mechanism 47 is arranged at the running tail end of the wheel frame 41 and contacts with the guide rail 2. The guide rail is a cylindrical rail. The speed regulating mechanism 47 provides the vehicle body with forward motive force in the acceleration section and the test section, and provides the vehicle body with running resistance in the deceleration section 13, and stops quickly. There are two groups of guide rollers 43 and they are respectively connected to the running front end of the wheel frame 41 in rotation. The guide rollers 43 are respectively in contact with the corresponding inner sides of the guide rails 2. The acceleration rails 44 are arranged on both inner sides of the wheel frame 41 and contact with the acceleration rollers 72. The adaptive system 46 is installed on the test wheel 49 to adjust the upper and lower amplitudes of the test wheel.

[0044] In other specific embodiments, the measurement and control system 48 includes a controller, a panel, and a camera, and is fixedly connected to the wheel frame 41. The loading system 45 includes a loading platform and counterweights, which are fixed above the test wheel 49. The counterweights are mounted on the loading platform and provide the required counterweight for the test wheel. The number of counterweights can be adjusted according to test requirements.

[0045] Specifically, the loading system is connected to the fixed end of the adaptive system, and the up and down moving spring end of the adaptive system is connected to the test wheel axle. The test wheel can move up and down along the wheel fork axis under the guidance of the guide sleeve and can stably pass through different simulated road conditions.

[0046] The loading system contains counterweights, which are adjusted by adding or removing counterweights. The counterweights are applied directly to the axle of the test wheel.

[0047] In other specific embodiments, the speed regulating mechanism 47 includes a speed regulating motor and a speed regulating roller. There are two groups of speed regulating motors and they are respectively fixed on both sides of the walking tail end of the wheel frame 41. The output shaft of the speed regulating motor is arranged vertically and is connected to the speed regulating roller in transmission. The speed regulating roller contacts the inner wall of the guide rail.

[0048] When the test rig is in the acceleration section, the speed regulating motor controls the rotation of the speed regulating roller and gradually accelerates in the acceleration mechanism area, assisting in the acceleration and providing a running start; in the test section, the speed regulating motor controls the speed regulating roller to be at a high speed, offsets the friction through the speed regulating roller, overcomes the damping and maintains a high speed; in the deceleration section, the speed regulating motor controls the speed regulating roller to decelerate and gradually stop, controlling the test rig to slowly decelerate.

[0049] In other specific embodiments, there are two groups of acceleration rails 44 and they are respectively arranged at the two inner bottom sides of the wheel frame 41. The two ends of the acceleration rails 44 have arc-shaped introduction sections. The middle of the acceleration rail 44 contacts the outer side of the acceleration roller 72. A buffer block is connected between the acceleration rail 44 and the wheel frame 41.

[0050] In some other specific embodiments, the adaptive system 46 includes a test wheel fork shaft, a guide sleeve and an adjusting spring. The top end of the test wheel fork shaft is fixed on the loading system, the test wheel 49 rotates and is located between the test wheel fork shafts, the guide sleeve is slidably connected to the test wheel fork shaft, the bottom end of the guide sleeve is connected to the test wheel shaft, the adjusting spring is inserted into the test wheel fork shaft and fixed at the top end of the guide sleeve, and the adjusting spring adjusts the up and down vibration amplitude of the test wheel.

[0051] The upper end structure of the test wheel fork shaft is larger than the diameter of the guide sleeve, which limits the maximum upward movement distance of the test wheel; the guide sleeve can move on the test wheel fork shaft and rely on gravity to fall to the bottom of the test wheel fork shaft so that it can contact the simulated ground of the test groove; the adjustment spring can prevent the test wheel from passing through the simulated ground and causing impact on the test rig and test wheel due to rapid up and down movement due to rapid passage through rugged terrain.

[0052] In other embodiments, a sliding rod is horizontally connected to the notch, and the road condition groove 3 is slidably connected to the sliding rod. The road condition groove 3 slides into the test groove platform 1 or slides out of the test groove platform 1. Different road condition grooves can be replaced according to test requirements.

[0053] The present invention can simulate a high-speed environment within a limited distance, can reflect the real driving state of high-speed test wheels, and can carry out traction tests, loading tests, obstacle crossing tests, etc.

[0054] The specific usage is as follows:

[0055] After applying the counterweight and selecting the dimensions of the high-speed rotating acceleration roller, the test item is selected on the control system panel. At the start of the test, the test rig is in the acceleration section at the front of the test tank. The control system panel is used to start the test. The initial acceleration mechanism's compressed spring is released, and after passing through the acceleration mechanism, the test rig reaches an initial velocity V1 and travels along the guide rail. The speed regulating motor controls the rotation of the speed regulating roller to provide a run-up. After the test rig's acceleration rail contacts the high-speed rotating acceleration roller, it is thrown out due to centrifugal force and achieves high speed. The drive motor controls the high-speed rotation of the speed regulating roller to overcome damping. The test rig enters the test section, and the camera system takes real-time photos. Through the test system test, the adaptive system provides real-time up and down motion buffering for the test wheels, and the speed regulating motor continuously controls the high-speed rotation of the speed regulating roller to overcome damping. After the test trolley enters the deceleration section, the speed regulating motor controls the speed regulating roller to decelerate the test trolley slowly. When it reaches the end of the deceleration section, the test trolley has a relatively low speed and directly collides with the buffer protection mechanism on the frame. The energy is absorbed by the buffer device of the test trolley and the buffer spring of the buffer protection mechanism, and the kinetic energy is converted into potential energy and gradually stops, ensuring that the test trolley is not damaged.

[0056] As for the devices and methods of use disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the methods.

[0057] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A wheel performance test device, characterized in that: include: A test trough, which is a long strip structure and includes an acceleration section, a test section, and a deceleration section from one end to the other. The test trough is provided with a notch corresponding to the test section. An acceleration mechanism is installed inside the test trough and corresponding to the acceleration section. The acceleration mechanism includes a mounting plate, an acceleration motor, and two sets of acceleration rollers that rotate relative to each other. The mounting plate is fixedly connected to the interior of the test trough. There are two sets of acceleration motors, which are respectively fixed below the mounting plate. The output shafts of the acceleration motors vertically pass through the mounting plate and are transmission-connected to the acceleration rollers on the corresponding sides. A road condition groove, the road condition groove is connected in a pull-out manner in the notch, and the interior of the road condition groove is filled with different base materials to simulate different driving conditions of the test wheel; A test trolley is slidably connected to the top of the test trough and passes through an acceleration section, a test section and a deceleration section. A test wheel is rotatably connected to the test trolley. The acceleration rollers are in contact with the bottom of both sides of the test trolley to provide centrifugal force for accelerating the test trolley. A gap is reserved between the two sets of acceleration rollers for the test wheels to pass through. When the test wheels pass through the test section, they contact the simulated road surface in the road condition trough. The test trolley is provided with a speed regulating mechanism for assisting acceleration or assisting deceleration and parking, and a measurement and control system for testing the test wheel data.

2. A wheel performance testing device according to claim 1, characterized in that: Guide rails running through the acceleration section, test section and deceleration section are provided on both sides of the top of the test trough. An initial acceleration mechanism is provided at one end of the test trough corresponding to the acceleration section, and a buffer protection mechanism is provided at the other end of the test trough corresponding to the deceleration section. The initial acceleration mechanism contacts the test trolley to provide the initial speed of the test trolley. The initial acceleration mechanism and the buffer protection mechanism both include abutment plates and springs, and the abutment plates are connected to the test trough at the corresponding end through springs.

3. A wheel performance testing device according to claim 2, characterized in that: The test trolley moves at an accelerated speed through the acceleration mechanism.

4. A wheel performance testing device according to claim 2, characterized in that: The test trolley includes a wheel frame, a walking roller, a guide roller, an acceleration rail, a loading system and an adaptive system. One end of the wheel frame is a walking front end, and the other end is a walking tail end. The walking tail end contacts the initial acceleration mechanism to provide the initial speed of the wheel frame, and the walking front end contacts the buffer protection mechanism to stop the displacement of the wheel frame. The walking rollers are arranged in pairs in an upper and lower direction relative to each other and are rotatably connected to the outside of the wheel frame. The two walking rollers in the group clamp the guide rail. The speed regulation mechanism is arranged at the walking tail end of the wheel frame and is in contact with the guide rail. The speed regulation mechanism provides forward motive force for the vehicle body in the acceleration section and the test section, and provides driving resistance for the vehicle body in the deceleration section. The guide rollers have two groups and are respectively rotatably connected to the walking front end of the wheel frame. The guide rollers are respectively in contact with the corresponding inner sides of the guide rails. The acceleration rails are arranged on both inner sides of the wheel frame and are in contact with the acceleration rollers. The loading system is connected to the fixed end of the adaptive system. The adaptive system is installed on the test wheel to adjust the up and down amplitude of the test wheel when passing through different road surfaces.

5. A wheel performance testing device according to claim 4, characterized in that: The measurement and control system includes a controller, a panel and a camera, and the measurement and control system is fixedly connected to the wheel frame; the loading system includes a loading platform and a counterweight block, and the loading platform is connected to the wheel frame and is located above the test wheel. The counterweight block is loaded on the loading platform and provides the loading requirements of the test wheel through an adaptive system.

6. A wheel performance testing device according to claim 4, characterized in that: The speed regulating mechanism includes a speed regulating motor and a speed regulating roller. There are two groups of speed regulating motors and they are respectively fixed on both sides of the walking tail end of the wheel frame. The output shaft of the speed regulating motor is arranged vertically and is transmission-connected to the speed regulating roller. The speed regulating roller contacts the inner wall of the guide rail.

7. A wheel performance testing device according to claim 4, characterized in that: There are two groups of acceleration rails, which are respectively arranged at the two inner bottoms of the wheel frame. Both ends of the acceleration rails have arc-shaped introduction sections. The middle of the acceleration rails contacts the outer side of the acceleration roller. A buffer block is connected between the acceleration rails and the wheel frame.

8. A wheel performance testing device according to claim 4, characterized in that: The adaptive system includes a test wheel fork shaft, a guide sleeve and an adjusting spring. The top end of the test wheel fork shaft is fixed on the loading system. The test wheel rotates between the test wheel fork shafts. The guide sleeve is slidably connected to the test wheel fork shaft. The bottom end of the guide sleeve is connected to the test wheel shaft. The adjusting spring is inserted into the test wheel fork shaft and fixed at the top end of the guide sleeve. The adjusting spring adjusts the up and down vibration amplitude of the test wheel.

9. The wheel performance testing device according to claim 1, characterized in that: The notch is horizontally connected with a sliding rod, and the road condition groove is slidably connected to the sliding rod, and the road condition groove slides into the test groove platform or slides out of the test groove platform.

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