An aircraft tire tread grip simulation testing machine

Abstract

This utility model discloses an aircraft tire tread grip simulation testing machine for evaluating the grip performance of aircraft tires under different ground conditions. The equipment includes a frame, a rotating rod, and a mounting frame. Various types of simulated grip plates are detachably mounted on the mounting frame to simulate different road surface conditions. A drive assembly rotates the rotating rod, causing the mounting frame and the simulated road surface on it to rotate synchronously, thus creating a dynamic testing environment. The equipment also includes a pressure adjustment device, which can adjust the load applied to the tire according to testing requirements, enhancing the adaptability of the experiment. By replacing different types of simulated grip plates, the testing range of the equipment can be expanded to meet diverse experimental needs. The overall design is highly stable, easy to maintain and expand its functionality, providing an effective means for evaluating aircraft tire performance.

Description

Technical Field

[0001] This utility model belongs to the field of aviation equipment testing technology, specifically relating to an aviation tire tread grip simulation testing machine. Background Technology

[0002] Currently, aircraft tire tread grip simulation testing machines are devices specifically designed to evaluate the grip performance of aircraft tires under different road surface conditions. With the development of the aviation industry and the increasing emphasis on flight safety, the application of this equipment in the aerospace field is becoming increasingly important. Its main function is to ensure that aircraft tires can maintain good grip and stability in various complex ground environments by simulating various real-world road conditions (such as rocky roads, snowy roads, gravel roads, and asphalt roads), thereby improving the safety and reliability of flight operations.

[0003] However, in the existing technology, many aircraft tire grip simulation test equipment can provide basic simulation functions, but they usually rely on a single type of simulated road surface or simple mechanical structure, which may be difficult to fully meet the complex and ever-changing actual needs. Utility Model Content

[0004] The purpose of this invention is to provide an aircraft tire tread grip simulation testing machine, which aims to solve the problems in the prior art.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] An aircraft tire tread grip simulation testing machine includes:

[0007] frame;

[0008] A rotating rod, which is rotatably connected to the side end of the frame;

[0009] Mounting bracket, which is connected to the circumferential surface of the rotating rod;

[0010] A grip simulation mechanism includes multiple sets of simulated grip plates, a front side sealing plate, a rear side sealing plate, and a drive assembly. Each set of simulated grip plates is connected to a groove on the circumferential surface of the mounting frame by bolts. The front side sealing plate is connected to one side of the mounting frame by bolts, and the rear side sealing plate is connected to the other side of the mounting frame by bolts. The drive assembly is located at the lower end of the frame to enable rotation of the rotating rod.

[0011] In a preferred embodiment of this utility model, the drive assembly includes a first motor, a first sprocket, a second sprocket, and a chain. The first motor is fixedly connected to the lower end of the frame, the first sprocket is fixedly connected to the output end of the first motor, the second sprocket is fixedly connected to the circumferential surface of the rotating rod, and the chain is meshed and rotatably connected between the first sprocket and the second sprocket.

[0012] As a preferred embodiment of this utility model, an upper plate is fixedly connected to the upper end of the frame, and two sets of pressure adjustment devices are provided on the upper end of the upper plate. The upper end of the pressure adjustment device is connected to the aircraft tire body, and the aircraft tire body is matched with the simulated grip plate.

[0013] In a preferred embodiment of this utility model, the adjusting device includes a lower seat, an upper seat, an X-shaped lifting frame, a lead screw assembly, and a second motor. The lower seat is fixedly connected to the upper end of the upper plate, the upper seat is connected to the lower seat, the X-shaped lifting frame is connected between the lower seat and the upper seat, the lead screw assembly is connected to the side end of the lower seat and is connected to the X-shaped lifting frame, the second motor is connected to the side end of the lower seat, and the output end of the second motor is connected to the lead screw assembly.

[0014] In a preferred embodiment of this utility model, the upper end of the upper seat is fixedly connected to a mounting base, and the side end of the mounting base is connected to a connecting shaft, which is matched with the aircraft tire body.

[0015] As a preferred embodiment of this utility model, the simulated grip plate is composed of stone road surface, snowy road surface, gravel road surface and asphalt road surface.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] 1. This solution incorporates multiple sets of replaceable simulated grip plates, such as those for rocky, snowy, sandy, and asphalt surfaces, enabling the equipment to flexibly adapt to various typical ground conditions. Operators can quickly replace different types of simulated road surface components according to actual testing needs, thereby expanding its application range without altering the main structure of the equipment and enhancing its compatibility and practicality for different experimental scenarios.

[0018] 2. In this solution, the testing machine adopts a modular design, with each functional component connected by bolts or mechanical fastening. This not only facilitates installation, disassembly, and maintenance but also improves the overall structural stability and safety. Simultaneously, the pressure regulating device and drive assembly work together to ensure more uniform and controllable load application during testing, enhancing the stability of equipment operation and operational flexibility, making it suitable for frequent use in laboratory and engineering testing. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0020] Figure 1 This is a perspective view of the present utility model;

[0021] Figure 2 This is an exploded view of the present invention;

[0022] Figure 3 This utility model Figure 2 Exploded view of the transfer pole;

[0023] Figure 4 This utility model Figure 3 Exploded view of the mounting bracket in the middle.

[0024] In the diagram: 1. Frame; 2. Rotating rod; 3. Mounting bracket; 4. Simulated grip plate; 5. Front sealing plate; 6. Rear sealing plate; 7. First motor; 8. First sprocket; 9. Second sprocket; 10. Chain; 11. Upper plate; 12. Lower seat; 13. Upper seat; 14. X-shaped lifting frame; 15. Lead screw assembly; 16. Second motor; 17. Mounting base; 18. Connecting shaft; 19. Aircraft tire body. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model. Example 1

[0026] Please see Figure 1-4 The present invention provides the following technical solution:

[0027] An aircraft tire tread grip simulation testing machine includes:

[0028] Framework 1;

[0029] Rotating rod 2 is rotatably connected to the side end of frame 1;

[0030] Mounting bracket 3 is connected to the circumferential surface of rotating rod 2;

[0031] The grip simulation mechanism includes multiple sets of simulated grip plates 4, a front sealing plate 5, a rear sealing plate 6, and a drive assembly. Each set of simulated grip plates 4 is connected to a groove on the circumferential surface of the mounting frame 3 by bolt threads. The front sealing plate 5 is connected to one side of the mounting frame 3 by bolt threads, and the rear sealing plate 6 is connected to the other side of the mounting frame 3 by bolt threads. The drive assembly is located at the lower end of the frame 1 to realize the rotation of the rotating rod 2.

[0032] In a specific embodiment of this utility model, when it is necessary to simulate the tread grip of an aircraft tire, the simulated grip plate 4 is first connected to the groove opened on the circumferential surface of the mounting bracket 3 by bolt thread.

[0033] In this way, the appropriate simulated grip plate 4 can be selected according to different road conditions, such as stone road surface, snowy road surface, gravel road surface, and asphalt road surface, to simulate a variety of actual road conditions. At the same time, the front sealing plate 5 and the rear sealing plate 6 are also connected to one side and the other side of the mounting frame 3 by bolts and threads, respectively, to ensure the stability and sealing of the entire device.

[0034] Start-up and adjustment phase

[0035] Once all components are installed, start the driver components.

[0036] In this way, the first motor 7 starts working, and drives the rotating rod 2 to rotate through the first sprocket 8, chain 10 and second sprocket 9, thereby causing the mounting frame 3 and the simulated grip plate 4 on it to rotate, simulating the dynamic road conditions in actual driving. At this time, the aircraft tire body 19 is connected to the mounting base 17 through the connecting shaft 18 and placed on the simulated grip plate 4.

[0037] Next, the pressure regulating device was adjusted according to the experimental requirements;

[0038] In this way, the vertical load applied to the aircraft tire body 19 can be adjusted by the pressure adjustment device composed of the lower seat 12, upper seat 13, X-shaped lifting frame 14, lead screw assembly 15 and second motor 16, ensuring that it can be tested under different pressure conditions and simulate various load conditions in real use environment.

[0039] Testing and data collection phase

[0040] Once the equipment is running stably, the grip test will begin.

[0041] As the rotating rod 2 continues to rotate, the aircraft tire body 19 rolls on the simulated grip plate 4, simulating different road conditions. Sensors and other monitoring equipment record the friction force, temperature changes, and other relevant parameters between the tire and the simulated road surface in real time, so as to facilitate subsequent analysis and evaluation of the tire's grip performance.

[0042] When it is necessary to switch to different simulated road conditions, stop the equipment and replace the simulated grip plate 4;

[0043] This allows for easy replacement with other types of simulated grip plates, such as switching from asphalt to snow or gravel roads, further expanding the testing range and ensuring a comprehensive evaluation of the performance of aviation tires under various complex road conditions. The specific testing and data collection methods are existing technologies and will not be described in detail here.

[0044] Please refer to the details. Figure 1-4 The drive assembly includes a first motor 7, a first sprocket 8, a second sprocket 9, and a chain 10. The first motor 7 is fixedly connected to the lower end of the frame 1, the first sprocket 8 is fixedly connected to the output end of the first motor 7, the second sprocket 9 is fixedly connected to the circumferential surface of the rotating rod 2, and the chain 10 is meshed and rotatably connected between the first sprocket 8 and the second sprocket 9.

[0045] In this embodiment: when the aircraft tire tread grip simulation testing machine needs to be started, the first motor 7 is activated first. The first motor 7 then starts operating as a drive source, transmitting power through the first sprocket 8 fixedly connected to its output end. The first sprocket 8 meshes with the chain 10, allowing power to be transmitted to the second sprocket 9. Next, the chain 10 transmits power from the first sprocket 8 to the second sprocket 9. The second sprocket 9 is fixedly connected to the circumferential surface of the rotating rod 2. As the chain 10 drives the second sprocket 9 to rotate, the rotating rod 2 also rotates. This process ensures that power is smoothly and efficiently transmitted from the first motor 7 to the rotating rod 2, thereby driving the mounting frame 3 and its simulated grip plate 4 to rotate. When the rotating rod 2 starts to rotate, the mounting frame 3 and the simulated grip plate 4 rotate synchronously. Thus, the simulated grip plate 4 can simulate dynamic changes under actual road conditions, such as stone roads, snowy roads, gravel roads, and asphalt roads. The aircraft tire body 19 is placed on these simulated grip plates 4 and rolls as they rotate, thereby simulating tire grip testing under different road conditions. In addition, the first motor 7 is fixedly connected to the lower end of the frame 1. This layout design not only ensures the overall stability of the equipment but also facilitates maintenance and repair. In this way, the entire drive assembly is reasonably placed within the frame 1, reducing the impact of the external environment on the motor and other transmission components, and improving the reliability and service life of the equipment.

[0046] Please refer to the details. Figure 1-4 The upper end of the frame 1 is fixedly connected to the upper plate 11. The upper end of the upper plate 11 is provided with two sets of pressure adjustment devices. The upper end of the pressure adjustment device is connected to the aircraft tire body 19. The aircraft tire body 19 is matched with the simulated grip plate 4.

[0047] In this embodiment: when it is necessary to conduct a precise simulation test on the tread grip of an aircraft tire, first confirm that the upper plate 11 is fixedly connected to the upper end of the frame 1.

[0048] This ensures the stability of the entire equipment structure and provides a solid foundation for the installation of subsequent components. Next, two sets of pressure regulating devices are installed at the upper end of the upper plate 11. These two sets of pressure regulating devices can independently control the vertical load applied to the aircraft tire body 19, allowing experiments to be conducted under different pressure conditions. Each pressure regulating device includes a lower seat 12, an upper seat 13, an X-shaped lifting frame 14, a lead screw assembly 15, and a second motor 16. These components work together to adjust and maintain the required load. Then, the aircraft tire body 19 is connected to the upper plate 11 via the pressure regulating devices; thus, the aircraft tire body 19 is precisely positioned and suspended on the simulated grip plate 4, ready for testing. The simulated grip plate 4 can be selected according to different road surface types, such as stone roads, snow roads, gravel roads, and asphalt roads, to simulate various complex road conditions. When the drive assembly is activated, the rotating rod 2 drives the mounting bracket 3 and the simulated grip plate 4 on it to rotate. In this way, the rotational motion of the simulated grip plate 4 interacts with the rolling motion of the aircraft tire body 19, simulating the dynamic situation in real driving. At this time, by adjusting the lead screw assembly 15 in the pressure regulating device and the second motor 16, the vertical load applied to the aircraft tire body 19 can be precisely adjusted, thereby simulating the grip performance under different weight conditions.

[0049] Please refer to the details. Figure 1-4 The adjustment device includes a lower seat 12, an upper seat 13, an X-shaped lifting frame 14, a lead screw assembly 15, and a second motor 16. The lower seat 12 is fixedly connected to the upper end of the upper plate 11, the upper seat 13 is connected to the lower seat 12, the X-shaped lifting frame 14 is connected between the lower seat 12 and the upper seat 13, the lead screw assembly 15 is connected to the side end of the lower seat 12 and is connected to the X-shaped lifting frame 14, and the second motor 16 is connected to the side end of the lower seat 12. The output end of the second motor 16 is connected to the lead screw assembly 15.

[0050] In this embodiment: when it is necessary to apply a precise vertical load to the aircraft tire body 19 to simulate grip performance under different weight conditions, the adjustment device plays a crucial role. Specifically: first, it is confirmed that the lower seat 12 is fixedly connected to the upper end of the upper plate 11; thus, the lower seat 12 provides a stable foundation support for the entire pressure adjustment device, ensuring the stability of the equipment during loading and unloading. Installation and connection of the X-type lifting frame 14: next, the X-type lifting frame 14, through its unique structural design, can be extended and retracted in the vertical direction, thereby changing the height position of the upper seat 13. This design not only ensures the flexibility of height adjustment but also enhances the rigidity and load-bearing capacity of the entire device. The lead screw assembly 15 is connected to the side end of the lower seat 12 and connected to the X-type lifting frame 14; thus, the lead screw assembly 15 converts rotational motion into linear displacement, driving the X-type lifting frame 14 to move up and down. The design of the lead screw assembly allows for precise control of the displacement, thereby achieving precise adjustment of the vertical load. The second motor 16 is fixedly connected to the side end of the lower seat 12, and its output end is connected to the lead screw assembly 15. When the second motor 16 starts, it drives the lead screw assembly 15 to rotate, thereby raising or lowering the upper seat 13 via the X-shaped lifting frame 14. This electric drive method makes operation more convenient and efficient, and enables automated control, improving the accuracy and repeatability of the experiment. After all components are installed and debugged, pressure adjustment begins. The operator can set the required load parameters through the control system. The second motor 16 drives the lead screw assembly 15 according to the set value, causing the X-shaped lifting frame 14 to move up and down, ultimately adjusting the height of the upper seat 13, thereby applying or releasing specific pressure onto the aircraft tire body 19. Furthermore, a mounting base 17 is fixedly connected to the upper end of the upper seat 13, and a connecting shaft 18 is connected to the side end of the mounting base 17. The connecting shaft 18 matches the aircraft tire body 19. Thus, through the precise control of the above-mentioned adjustment device, it can be ensured that the aircraft tire body 19 bears appropriate vertical loads during testing, simulating various load conditions in the real-world operating environment, thereby obtaining accurate and reliable grip data.

[0051] Please refer to the details. Figure 1-4 The upper end of the upper seat 13 is fixedly connected to the mounting base 17, and the side end of the mounting base 17 is connected to the connecting shaft 18, which is matched with the aircraft tire body 19.

[0052] In this embodiment: When a grip test is required on the aircraft tire body 19, first ensure that the upper seat 13 is securely mounted on the X-shaped lifting frame 14; thus, the upper seat 13 provides a robust foundation platform, preparing for the subsequent installation and adjustment of components. Next, a mounting base 17 is fixedly connected to the upper end of the upper seat 13; thus, the mounting base 17, as a key connection point, can support and fix the aircraft tire body 19, ensuring its stability during testing. Then, a connecting shaft 18 is connected to the side end of the mounting base 17; thus, the design of the connecting shaft 18 allows for easy connection to the aircraft tire body 19, while ensuring the reliability and stability of the connection. After all components are installed, the pressure adjustment device is activated; thus, the second motor 16 drives the lead screw assembly 15, causing the X-shaped lifting frame 14 to move up and down, thereby adjusting the height position of the upper seat 13. This process can precisely control the vertical load applied to the aircraft tire body 19 according to experimental requirements. Next, an appropriate vertical load is set according to the experimental requirements, and the height of the X-shaped lifting frame 14 is adjusted through the control system. This simulates the actual usage environment under different weight conditions, ensuring that the aircraft tire body 19 bears an appropriate load during the test. During the testing and data acquisition phase, after the equipment is running stably and the load is adjusted, the grip test begins. As the rotating rod 2 rotates, the simulated grip plate 4 mounted on it also begins to rotate, simulating different road conditions. The aircraft tire body 19 is connected to the mounting base 17 via the connecting shaft 18 and placed on the simulated grip plate 4, rolling as they rotate to simulate tire grip under different road conditions. When the simulated grip plate 4 begins to rotate, the aircraft tire body 19 rolls on it. Sensors and other monitoring equipment record in real time the friction force, temperature changes, and other relevant parameters between the tire and the simulated road surface for subsequent analysis and evaluation of the tire's grip performance. Furthermore, the design of the mounting base 17 and the connecting shaft 18 not only ensures the stable installation of the aircraft tire body 19 but also facilitates quick tire replacement and adjustment.

[0053] Please refer to the details. Figure 1-4 The simulated grip plate 4 consists of stone road surface, snowy road surface, gravel road surface and asphalt road surface.

[0054] In this embodiment: when it is necessary to test the grip performance of the aircraft tire body 19 under different road surface conditions, firstly, it is confirmed that the mounting bracket 3 is fixedly connected to the circumferential surface of the rotating rod 2; this ensures that the mounting bracket 3 can rotate stably with the rotation of the rotating rod 2, providing a basis for subsequent replacement and use of different simulated grip plates 4. Next, a suitable simulated grip plate 4 is selected according to the experimental requirements, such as a stone road surface, a snowy road surface, a gravel road surface, or an asphalt road surface; in this way, the simulated grip plate 4 that best represents the actual road conditions can be selected according to the specific test requirements to obtain more accurate experimental data. After the required simulated grip plate 4 is determined, it is connected to the groove opened on the circumferential surface of the mounting bracket 3 by bolt thread; in this way, the simulated grip plate 4 can be firmly fixed on the mounting bracket 3, and this design allows for quick replacement of different types of simulated grip plates 4, improving experimental efficiency. Next, the front sealing plate 5 and the rear sealing plate 6 are connected to one side and the other side of the mounting bracket 3 respectively by bolt thread; in this way, the front sealing plate 5 and the rear sealing plate 6 not only enhance the stability and sealing of the entire device, but also ensure that the simulated grip plate 4 will not be displaced or loosened during high-speed rotation.

[0055] The working principle and usage process of this utility model are as follows: When preparing to start the experiment, first confirm that the main components such as frame 1, rotating rod 2, and mounting bracket 3 are securely connected. Then, select a suitable simulated gripping plate 4 according to the experimental requirements, such as a stone road surface, snowy road surface, gravel road surface, or asphalt road surface, and fix it in the groove opened on the circumferential surface of the mounting bracket 3 with bolts. The front sealing plate 5 and the rear sealing plate 6 are respectively connected to one side and the other side of the mounting bracket 3 with bolt threads to enhance the overall stability and sealing of the device. Next, a mounting base 17 is fixedly connected to the upper end of the upper seat 13, and... The connecting shaft 18 is matched with the aircraft tire body 19 to ensure that the tire can be securely and easily installed on the testing machine. The second motor 16 drives the lead screw assembly 15, and the height position of the upper seat 13 is adjusted by the X-shaped lifting frame 14 to apply an appropriate vertical load to the aircraft tire body 19. The first motor 7 is started, which drives the rotating rod 2 to rotate through the first sprocket 8, chain 10 and second sprocket 9, so that the mounting frame 3 and the simulated grip plate 4 on it rotate accordingly, simulating the dynamic road conditions in actual driving. As the simulated grip plate 4 rotates, the aircraft tire body 19 rolls on it. The specific testing and data acquisition methods for real-time recording of friction, temperature changes, and other key parameters between the tire and the simulated road surface are existing technologies and will not be described in detail here, for the purpose of subsequent analysis and evaluation of the tire's grip performance. When other types of road conditions need to be simulated, the equipment is stopped and the simulated grip plate 4 is replaced, such as switching from asphalt road surface to snowy road surface or other types. The vertical load and other relevant parameters are readjusted, and the equipment is restarted according to the above steps for a new round of testing. In this way, through multiple tests and data analysis, researchers can obtain comprehensive data on the grip performance of aviation tires, providing a scientific basis for optimizing product design. After all tests are completed, the equipment is stopped, the aviation tire body 19 is removed, and the equipment is cleaned and maintained to ensure that the equipment is in good condition for future use. By organizing and analyzing the collected data, writing experimental reports, and summarizing the test results, detailed data support is provided for subsequent research work. This process not only improves the ease of operation and accuracy of the equipment, but also provides researchers with reliable data support, which helps to gain a deeper understanding of the performance of aviation tires under various complex road conditions, optimize product design, and improve safety and reliability.

[0056] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A simulation testing machine for aircraft tire tread grip, characterized in that, include: Framework (1); Rotating rod (2), which is rotatably connected to the side end of frame (1); Mounting bracket (3), which is connected to the circumferential surface of the rotating rod (2); The grip simulation mechanism includes multiple sets of simulated grip plates (4), a front sealing plate (5), a rear sealing plate (6), and a drive assembly. Each set of simulated grip plates (4) is connected to a groove on the circumferential surface of the mounting frame (3) by bolt threads. The front sealing plate (5) is connected to one side of the mounting frame (3) by bolt threads, and the rear sealing plate (6) is connected to the other side of the mounting frame (3) by bolt threads. The drive assembly is located at the lower end of the frame (1) to realize the rotation of the rotating rod (2).

2. The tread grip simulation testing machine for aircraft tire according to claim 1, characterized in that: The drive assembly includes a first motor (7), a first sprocket (8), a second sprocket (9), and a chain (10). The first motor (7) is fixedly connected to the lower end of the frame (1), the first sprocket (8) is fixedly connected to the output end of the first motor (7), the second sprocket (9) is fixedly connected to the circumferential surface of the rotating rod (2), and the chain (10) is meshed and rotatably connected between the first sprocket (8) and the second sprocket (9).

3. The tread grip simulation testing machine for aircraft tire according to claim 2, characterized in that: The upper end of the frame (1) is fixedly connected to an upper plate (11), and the upper end of the upper plate (11) is provided with two sets of pressure adjustment devices. The upper end of the pressure adjustment device is connected to an aircraft tire body (19), and the aircraft tire body (19) is matched with the simulated grip plate (4).

4. The tire tread grip simulation testing machine of claim 3, wherein: The adjustment device includes a lower seat (12), an upper seat (13), an X-shaped lifting frame (14), a lead screw assembly (15), and a second motor (16). The lower seat (12) is fixedly connected to the upper end of the upper plate (11). The upper seat (13) is connected to the lower seat (12). The X-shaped lifting frame (14) is connected between the lower seat (12) and the upper seat (13). The lead screw assembly (15) is connected to the side end of the lower seat (12) and is connected to the X-shaped lifting frame (14). The second motor (16) is connected to the side end of the lower seat (12), and the output end of the second motor (16) is connected to the lead screw assembly (15).

5. The tread grip simulation testing machine for aircraft tire according to claim 4, characterized in that: The upper end of the upper seat (13) is fixedly connected to the mounting base (17), and the side end of the mounting base (17) is connected to the connecting shaft (18), which is matched with the aircraft tire body (19).

6. The tread grip simulation testing machine for aircraft tire according to claim 5, characterized in that: The simulated grip plates (4) are composed of stone road surface, snowy road surface, gravel road surface and asphalt road surface respectively.

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