Tire restraint device for vehicle

Abstract

To restrain a tire in a revolvable manner without causing any damage to a vehicle body or tire of a test vehicle.SOLUTION: A tire restraint device 10 comprises a large bearing 12 that is mounted to a mounting hole 11b of a plate 11 that is attached to a pit cover 4 so as to be movable back and forth and left and right. The large bearing 12 surrounds a front tire 1a that is placed on a roller device 19 of a chassis dynamometer system 2, and a pair of front and rear roller support members 13 is fixed to an inner wheel 12a. A main roller 20 and auxiliary rollers 21a, 21b are attached to each roller support member 13. The main roller 20 is in contact with a tread part 1c of the front tire 1a in a rotatable manner, and the auxiliary rollers 21a, 21b are in contact with a shoulder part 1d of a tire 1a in a rotatable manner.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a device for restraining a tire of a vehicle so that the tire can turn. As is well known, a chassis dynamometer system is used to perform various measurements such as fuel consumption measurement and exhaust gas measurement during a running test of a test vehicle, and is equipped with a vehicle restraint device that restrains and fixes the test vehicle placed on a roller device. Examples of this vehicle restraint device are disclosed in Patent Documents 1 to 3, for example.

[0002] (1) The vehicle restraint device of Patent Document 1 restricts the longitudinal movement (forward and backward) of the test vehicle by restraining the body of the test vehicle, and performs vehicle testing without steering the tires.

[0003] However, in evaluation tests for autonomous driving (hereinafter referred to as "AD") and advanced driver assistance systems (hereinafter referred to as "ADAS") that detect and avoid the possibility of accidents in advance, steering angle tests are conducted using sensors.

[0004] In this case, if the test vehicle is to be steered by steering, stress other than that in the longitudinal direction is applied to the joint between the test vehicle and the fixing device, which may cause damage to the vehicle body. For example, the rigidity of the side sills in the lateral direction of the vehicle is low, so if the side sills of the test vehicle are fixed, there is a risk of damage due to steering operation.

[0005] (2) The hub nut clamp type vehicle restraint device of Patent Document 2 (see FIGS. 3 and 4 of Patent Document 2) provides freedom of movement to the vehicle body by restraining the hub nut rather than the body of the test vehicle.

[0006] This vehicle restraint device allows for vehicle yawing and other movements, making it possible to simulate conditions identical to those for on-road driving; however, factors such as the number of holes in the tire wheels, hub diameter, wheel offset, and PCD (Pitch Circle Diameter) must be taken into consideration.

[0007] As a result, it becomes necessary to prepare a huge number of combinations of mounting jigs for connecting the vehicle restraint device to the wheel. Preparing a plurality of mounting jigs for each vehicle restraint device and wheel in this way may result in poor workability and increased costs.

[0008] In addition, when attempting to steer during testing of "AD" or "ADAS," the vehicle restraint device will interfere with the tires, resulting in very small movements of the steering angle within a limited range, which may make it difficult to detect accurately.

[0009] (3) The chain-type restraint device of Patent Document 2 (see Figs. 1 and 2 of Patent Document 2) restrains the towing hook of the test vehicle with a chain, etc. Therefore, when evaluating the steering angle and other sensors, stress in the direction other than the front-rear direction, i.e., stress in the left-right direction, is applied to the towing hook, which may damage the towing hook.

[0010] In addition, sensors mounted on the test vehicle may detect the chain-type restraint device as an obstacle, which may interfere with the actual testing and evaluation. Therefore, a vehicle restraint device described in Patent Document 3 has been proposed for testing "AD" and "ADAS." [Prior art documents] [Patent documents]

[0011] [Patent Document 1] Patent Publication No. 2011-33517 [Patent Document 2] Special Publication No. 02-48854 [Patent Document 3] Patent Publication No. 2022-29655 Summary of the Invention [Problem to be solved by the invention]

[0012] According to the vehicle restraint device of Patent Document 3, a sensor for detecting a steering angle is mounted on a test vehicle. A tire fixing device is rotated in synchronization with the tires of the test vehicle in response to a detection signal from the sensor.

[0013] However, because the tire fixing device turns in sync with the steering angle, a deviation can occur between the actual steering angle of the tires, which can damage the tires of the test vehicle.

[0014] Furthermore, the vehicle restraint device of Patent Document 3 clamps and secures the vehicle's side sill with left and right clamps, so there is a risk of damage to the vehicle body due to turning of the tires, just like in Patent Document 1.

[0015] The present invention has been made to solve such conventional problems, and has as its object to restrain the tires so that they can turn without causing any damage to the body or tires of the test vehicle. [Means for solving the problem]

[0016] (1) The present invention is a device for restraining a tire of a vehicle mounted on a rotating body so as to be able to turn, comprising: an annular member surrounding the tire; A pair of roller members rotatably contacting the tire; a roller support member that supports each of the roller members so as to be movable along an inner circumference of the annular member in synchronization with the rotation of the tire; The present invention is characterized by the following.

[0017] (2) In one embodiment of the present invention, The roller members are disposed in front of and behind the tire, respectively. A main roller that contacts a tread portion of the tire; An auxiliary roller that contacts a shoulder portion of the tire; The present invention is characterized by the following:

[0018] (3) In another embodiment of the present invention, The annular member is constituted by a bearing member, The support member is a fixing portion fixed to an inner ring of the bearing member; a movable portion attached to the fixed portion so as to be movable in a front-rear direction of the tire; Equipped with The main roller and the auxiliary roller are disposed in front of the movable portion.

[0019] (4) One aspect of the support member includes a fastening plate that attaches the movable part to the fixed part, The fastening plate is formed with a plurality of elongated holes along the front-rear direction of the tire, The fixing portion is formed with a female thread portion to which a bolt shank inserted into the long hole is fastened, The movable portion is disposed between the fixed portion and the fastening plate so as to be movable in the front-rear direction.

[0020] (5) Another aspect of the support member is A space is formed in the movable portion, A mounting portion is formed at a lower portion of the fastening plate to be mounted in the space, A shaft portion is provided in the front-rear direction within the space, A pair of elastic bodies is provided on the shaft portion, The mounting portion is disposed between the elastic bodies, The elastic bodies are characterized in that they are elastically deformed when the movable part moves in the forward and backward directions.

[0021] (6) One aspect of the auxiliary roller is characterized in that its position can be adjusted in the front-rear direction or width direction of the tire.

[0022] (7) One aspect of the bearing member is characterized in that it is attached to a plate whose position can be adjusted along the front-rear direction or width direction of the tire.

[0023] (8) One aspect of the plate is characterized in that the bearing member is attached to one end side, while a slope is formed on the other end side.

[0024] (9) In still another aspect of the support member, the support member includes a pair of auxiliary rollers, and the tire is sandwiched between the auxiliary rollers in the tread width direction.

[0025] (10) Yet another aspect of the present invention is A side roller for preventing the tire from coming off the road; a roller support member that supports the side rollers on the annular member; The present invention is characterized by the following:

[0026] (11) In still another aspect of the present invention, a slope is formed in the bearing member at a position corresponding to the front-rear direction of the tire.

[0027] (12) Yet another aspect of the present invention is an auxiliary roller that contacts an outer shoulder portion of the tire; A guide portion is provided on the lower surface of the fixing portion, A slot groove for guiding the guide portion is formed in the slope, The guide portion can be attached by moving it from the outside along the slot groove.

[0028] (13) One embodiment of the rotating body is a roller device of a chassis dynamometer system. Effect of the Invention

[0029] According to the present invention, the tires can be restrained so as to be able to turn without causing any damage or breakage to the body or tires of the test vehicle. [Brief description of the drawings]

[0030] [Figure 1] FIG. 1 is an overall perspective view of a first embodiment. [Diagram 2] An enlarged view of the tire restraint device. [Diagram 3] FIG. [Figure 4] FIG. [Diagram 5] (a) is a plan view of a large bearing, and (b) is a perspective view of the same. [Figure 6] FIG. 4A is a perspective view showing a restrained state of a front tire before turning, and FIG. 4B is a perspective view showing the restrained state after turning. [Figure 7] FIG. 11 is an overall perspective view of a second embodiment. [Figure 8] An enlarged view of the tire restraint device. [Figure 9] FIG. 4A is a perspective view showing a restrained state of a front tire before turning, and FIG. 4B is a perspective view showing the restrained state after turning. [Figure 10] FIG. 11 is an overall perspective view of a third embodiment. [Figure 11] An enlarged view of the tire restraint device. [Figure 12] FIG. 1(a) is a perspective view showing the state before the roller support member is attached to the large bearing, FIG. 1(b) is a perspective view showing the state after the roller support member has been installed in the slot groove of the large bearing, and FIG. 1(c) is a perspective view showing the state after the roller support member has been moved along the slot groove toward the front tire from the state in (b) and fixed in place. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] A tire restraint device for a vehicle according to an embodiment of the present invention will be described below, taking as an example an application to a chassis dynamometer system that simulates the running state of a test vehicle.

[0032] That is, the chassis dynamometer system places the tires of a test vehicle on a roller device, connects a dynamometer to the roller device, and transmits the driving force, braking force, etc. of the test vehicle to the dynamometer via the roller device to simulate the test vehicle's driving on a road indoors.

[0033] Here, the control device of the chassis dynamometer system is equipped with an "AD / ADAS" sensor evaluation test system that performs evaluation tests such as checking the synchronization and operation of on-board sensors for "AD / ADAS," and performs steering angle tests using the sensors.

[0034] In this case, the tire restraint measure adopts a structure in which the tires of the test vehicle are restrained by roller members (free rollers) arranged at the front and rear, making it possible to steer the vehicle by operating the steering wheel without modifying the vehicle body.

[0035] Specifically, each roller member is composed of a main roller that is rotatably brought into contact with the tread portion of the tire, and an auxiliary roller that is rotatably brought into contact with the shoulder portion of the tire.

[0036] Each roller is supported by a roller support member (a free roller fixing member) on an annular member, i.e., a large bearing. The large bearing is attached to a plate installed on the pit, and the position of the plate is adjusted so as to surround the tire of the test vehicle.

[0037] In addition, by fixing the roller support members to the inner ring of the large bearing, the rollers can move in the circumferential direction of the large bearing in synchronization with the rotation of the tire. The tire restraining device will be described below based on first to third embodiments. EXAMPLES

[0038] Example 1 will be described with reference to Figures 1 to 6. In Figure 1, reference numeral 1 denotes a test vehicle, and reference numeral 2 denotes the chassis dynamometer system. In each figure, the XX direction denotes the width direction of the test vehicle 1, and the YY direction denotes the front-rear direction of the test vehicle 1.

[0039] The chassis dynamometer system 2 is equipped with a pit cover 4 (see Figs. 1 and 6) that constitutes a floor above the pit 3. A pair of left and right rails 15 that are formed with a concave cross section along the YY direction of the test vehicle 1 are embedded in this pit cover 4.

[0040] Furthermore, the pit cover 4 has four openings (not shown) formed at positions corresponding to the front and rear wheels (front and rear tires 1a, 1b) of the test vehicle 1. As shown in Figures 1 and 2, each opening is provided with a roller device 19 on which the tires 1a, 1b of the test vehicle 1 are placed. The chassis dynamometer system 2 employs a tire restraining device 10 that restrains the front tire 1a placed on the roller device 19 so that it can turn freely.

[0041] <Configuration example> An example of the configuration of the tire restraining device 10 will be described with reference to Figures 2 to 4. This tire restraining device is provided on a pair of left and right plates 11 (see Figure 6) mounted and fixed on the pit cover 4.

[0042] (1) Plate 11 Each plate 11 comprises a rectangular plate-shaped main body 11a (see Figure 6), a mounting hole 11b formed on one end side of the plate-shaped main body 11a, and a pair of front and rear mounting portions 17 extending from the side surface 11c of the plate-shaped main body 11a in the direction of the rail 15, and the mounting hole 11b is positioned on a roller device 19.

[0043] The tire restraint device 10 is provided in this mounting hole 11b, while a slope 11d for loading and unloading the test vehicle 1 is formed at the other end of the plate-like body 11a. A pair of elongated holes 16a are formed in the mounting portion 17 along the XX direction of the test vehicle 1. A slot nut (not shown) having a female screw hole is attached to the rail groove 15a of the rail 15 so as to be movable along the YY direction of the test vehicle.

[0044] Here, the shaft portion of the bolt 14 is fastened to the female threaded hole through each long hole 16a, causing the slot nut to rise and the rail piece 15b of the rail 15 to be clamped between the upper end of the slot nut and the inner edge of the long hole 16a, thereby attaching the plate 11 to the pit cover 4.

[0045] At this time, the plate 11 can be moved in the same direction by loosening the bolt 14 and moving the slot nut in the YY direction. Also, the plate 11 can be moved in the same direction by moving the plate 11 in the XX direction along the long hole 16a. This makes it possible to freely adjust the position of the tire restraint device 10 of each plate 11.

[0046] (2) Tire restraint device 10 As shown in FIG. 2, the tire restraint device 10 comprises a large bearing 12 that is attached to the mounting hole 11b and surrounds the front tire 1a, a pair of front and rear roller support members 13 fixed to the inner ring 12a of the large bearing 12, and a main roller 20 and a pair of left and right auxiliary rollers 21a, 21b supported by each roller support member 13.

[0047] That is, a structure is adopted in which the front tire 1a is restrained by the rollers 20, 21a, 21b arranged at the front and rear, and the rollers 20, 21a, 21b are supported on the large bearing 12 by the roller support member 13. As described above, the main roller 20 rotatably contacts the tread portion 1c of the front tire 1a, while the auxiliary rollers 21a, 21b rotatably contact the shoulder portions 1d of the front tire 1a.

[0048] The large bearing 12 is placed on the roller device 19 by adjusting the position of each plate 11, and surrounds the periphery of the front tire 1a as shown in Fig. 2. A general radial bearing can be used as this large bearing, and it is sufficient that it includes ring-shaped raceways (inner ring 12a, outer ring 12b) and rolling elements (not shown).

[0049] As shown in Figures 5(a) and 5(b), a pair of front and rear slopes 23 are formed on the inner ring 12a of the large bearing 12. A slot groove 24 with a U-shaped cross section is formed in the upper part of this slope 23 along the circumferential direction of the inner ring 12a, and boss portions 22a, 22b are provided on both ends of the slot groove 24. Here, the boss portion 22a is disposed on the inside of the front tire 1a, and the boss portion 22b is disposed on the outside of the tire 1a. The boss portion 22a has a groove portion 22c that opens to the boss portion 22b side in the circumferential direction, and the boss portion 22b has a female screw hole in the axial direction.

[0050] As shown in Figures 2 to 4, each roller support member 13 comprises a fixed plate 31 curved in an arc and fixed to both boss portions 22a, 22b, a movable plate 32 attached to the fixed plate 31 so as to be freely movable in the YY direction, and a fastening plate 33 for attaching the movable plate 32 to the fixed plate 31, and the main roller 20 and auxiliary rollers 21a, 21b are arranged in front of the movable plate 32 (in the direction of the front tire 1a).

[0051] 3 and 4, the fixing plate 31 has a plurality of female threaded holes 31b formed in the center, and bolt insertion holes 31a through which the shafts 36a of the bolts 36 are inserted formed at both ends. The bolt insertion holes 31a are disposed on the inside and outside of the front tire 1a, respectively. Here, the bolt insertion hole 31a disposed on the inside of the front tire 1a is referred to as "one side," and the bolt insertion hole 31a disposed on the outside of the tire 1a is referred to as "the other side."

[0052] Specifically, a shaft portion 36a (see FIG. 4) of a bolt 36 is inserted into one of the bolt insertion holes 31a, and a guide portion 31c that fits into a groove portion 22c of the boss portion 22a is fastened to the shaft portion 36a. Also, a shaft portion 36a of a bolt 36 is inserted into the other bolt insertion hole 31a, and the shaft portion 36a is fastened to an internally threaded hole of the boss portion 22b.

[0053] The movable plate 32 has a rectangular shape with a square-shaped space 32e formed in the approximate center, and has front and rear ends 32a, 32d and both side ends 32b around the space 32e. A holding part 35 for the main roller 20 is attached to the front end 32d, while holding parts 38, 39 for the auxiliary rollers 21a, 21b are attached to each side end 32b.

[0054] A shaft portion 41a of a guide rod 41 is disposed in the space 32e along the YY direction. That is, the guide rod 41 is formed of a long bolt, and the shaft portion 41a is inserted into the rear end portion 32a and then passes through the space 32e to be fastened to an internally threaded hole in the front end portion 32d, and a pair of springs 42 are attached to the shaft portion 41a.

[0055] The holding portion 35 is formed in a substantially U-shape, and rotatably supports the cylindrical main roller 20 between both ends. The back surface of the central portion of the holding portion 35 is formed in a concave shape, and the front end portion 32d of the movable plate 32 is fitted and fixed therein.

[0056] The holding portions 38, 39 are formed symmetrically and have base ends 38a, 39a formed in a flat plate shape and U-shaped portions 38b, 39b formed by twisting and bending toward the holding portion 35, and cylindrical auxiliary rollers 21a, 21b are axially supported between both ends of the U-shaped portions 38b, 39b so as to be freely rotatable.

[0057] The base ends 38a, 39a are formed with elongated holes 38c, 39c extending in the XX direction. The shafts of bolts 40 inserted into the elongated holes 38c, 39c are fastened to female threaded holes formed in the side ends 32b of the movable plate 32, thereby fixing the holding parts 38, 39 to the movable plate 32. At this time, by loosening the bolts 40 and moving the holding parts 38, 39 in the XX direction, it becomes possible to freely adjust the mounting positions of the auxiliary rollers 21a, 21b in accordance with the tread width of the front tire 1a, etc.

[0058] The fastening plate 33 is formed in a substantially rectangular shape, with a plurality of long holes 33a formed along the YY direction, and a mounting portion 33b to be mounted in the space 32e is formed protrudingly at the lower part of the long holes 33a. Each of the long holes 33a is formed at a position corresponding to each female screw hole 31b of the fixing plate 31, while the mounting portion 33b is formed with a width substantially equal to that of the space 32e, and a receiving groove 33c for the shaft portion 41a is formed along the YY direction.

[0059] Here, with the shaft portion 41a housed in the receiving groove 33c, the mounting portion 33b is mounted in the space 32e between the springs 42, and the springs 42 are interposed between the front and rear ends 32a, 32d of the movable plate 32 and the clamping plate 33, respectively.

[0060] As a result, the mounting portion 33b is elastically supported by both springs 42, and in this state, the shafts of the bolts 43 inserted through the long holes 33a are fastened to the female threaded holes 31b. As a result, the movable plate 32 is attached between both plates 31, 33 so as to be movable in the YY direction, and each spring 42 is elastically deformed when it moves in the same direction.

[0061] <Example of operation> An example of the restraint operation during the "AD / ADAS" sensor evaluation test will be described with reference to Figures 2 and 6. First, each plate 11 is placed on the pit cover 4, and the large bearings 12 are adjusted to a position where they surround the roller device 19. Then, each plate 11 is fixed to the rail 15.

[0062] Next, the front tire 1a of the test vehicle 1 is placed on the roller device 19 via the slope 11d. After that, the guide portion 31c of each roller support member 13 is fitted into the groove portion 22c of the boss portion 22a from the opening side, and the shaft portion 36a of the bolt 36 is inserted into the other bolt insertion hole 31a. This shaft portion 36a is fastened to the female threaded hole of the boss portion 22b, and each roller support member 13 is fixed to the slope 23 of the large bearing 12.

[0063] As a result, the roller support members 13 are disposed in front of and behind the front tire 1a, and as shown in FIG. 2, the main rollers 20 of the roller support members 13 come into contact with the tread portion 1c of the tire 1a, with the tire 1a being sandwiched between the main rollers 20.

[0064] In addition, by moving the holding portions 38, 39 in the XX direction, the mounting positions of the auxiliary rollers 21a, 21b are adjusted according to the tread width of the front tire 1a, etc., the auxiliary rollers 21a, 21b are brought into contact with the shoulder portion 1d of the front tire 1a, and the tire 1a is placed between the auxiliary rollers 21a, 21b and sandwiched from the tread width direction.

[0065] When a test run is carried out on the roller device 19 in this state, the front and rear main rollers 20 and auxiliary rollers 21a, 21b rotate in synchronization with the front tire 1a, as shown in Fig. 6(a). At this time, the movement of the movable plate 32 in the YY direction elastically deforms both springs 42, absorbing the impact caused by the collision of the front tire 1a, and the tire 1a is restrained between the front and rear rollers 20, 21a, 21b.

[0066] 6(b), when the front tire 1a turns due to steering operation, the inner wheel 12a of the large bearing 12 rotates in the turning direction of the tire 1a along with the outer wheel 12b. This causes each roller support member 13 to rotate together with the inner wheel 12a, and the rollers 20, 21a, and 21b rotate and move along the inner circumferential direction of the large bearing 12 in synchronization with the turning of the front tire 1a, thereby maintaining the restrained state of the tire 1a.

[0067] As a result, the tire restraint device 10 restrains the front tire 1a so that it can turn, eliminating the need to clamp the side sill of the test vehicle 1 with left and right clamps as in Patent Documents 1 and 3, and thus preventing damage to the vehicle body due to steering operation.

[0068] Furthermore, even if a discrepancy occurs between the detected steering angle and the actual steering angle, the rollers 20, 21a, and 21b rotate synchronously, so there is no risk of damaging the front tire 1a of the test vehicle 1 as in Patent Document 3. This provides the following advantages.

[0069] (1) Since the mounting positions of the rollers 20, 21a, 21b can be adjusted by changing the positions of the plate 11 and the retaining portions 38, 39 in accordance with the turning of the front tire 1a, it is possible to steer the test vehicle by operating the steering wheel without damaging the vehicle body and without modifying the test vehicle that does not have a towing hook or side sill as described in Patent Documents 1 to 3.

[0070] (2) There is no need to provide sensors on the handlebars to rotate the tire fixing device in sync with the tire, as in Patent Document 3, and there is no need to prepare multiple mounting jigs (attachments) as in the hub nut clamp restraint device of Patent Document 2. This makes it easier to work with and to manage the schedule for vehicle testing.

[0071] In addition, the rollers 20, 21a, 21b arranged in front of and behind the front tire 1a rotate synchronously with the tire 1a when turning, so steering is not limited to small turns as with the hub nut clamp restraint device of Patent Document 2.

[0072] In addition, in this embodiment, since the front tire 1a is restrained so as to be able to turn by the front and rear rollers 20, 21a, 21b, there is no need to use a sensor to detect the steering angle as in Patent Document 3, and the embodiment can be fully adapted to vehicles without steering wheels, such as self-driving cars.

[0073] (3) Since there is no need to restrain the body of the test vehicle, the number of objects to be detected by the on-board sensor for the "AD / ADAS" test can be reduced. This makes it possible to avoid being detected as an obstacle by the on-board sensor, as in the case of the chain-type restraint device of Patent Document 2. EXAMPLES

[0074] A second embodiment will be described with reference to Figures 7 to 9. Here, side rollers 52 for preventing wheel derailment are added to each of the left and right tire restraint devices 10. Also, a slope 25 is added to the inner wheel 12a of the large bearing 12 on the outer side of the front tire 1a, and the side rollers 52 are supported on the slope 25 by roller support members 51.

[0075] 8, the roller support member 51 is formed in a plate shape roughly like a home plate, and has a wide base end 51a and a tapered tip end 51b. The base end 51a is fixed to the slope 25, while a holder 55 is fixed to the underside of the tip end 51b using a bolt 54.

[0076] A long hole 51c is formed in the base end 51a along the XX direction, and the shaft of a bolt 53 is inserted into the long hole 51c and fastened to a female threaded hole of the slope 25, thereby fixing the roller support member 51 to the inner ring 12a.

[0077] The holder 55 is formed in a U-shape, and the side roller 52 is rotatably supported between both ends. By loosening the shaft of the bolt 53 and moving the roller support member 51 in the XX direction, the position of the side roller 52 can be freely adjusted according to the tread width of the front tire 1a.

[0078] Specifically, the side roller 52 is disposed at a predetermined distance from the side surface of the front tire 1a as shown in Fig. 9(a). When the front tire 1a turns, the side roller 52 moves in the same direction together with the main roller 20 and the auxiliary rollers 21a and 21b as shown in Fig. 9(b), and maintains its positional relationship with the tire 1a.

[0079] As a result, even if an unexpected event such as a flat or burst tire 1a occurs while the test vehicle 1 is traveling straight or while the front tire 1a is turning, the side rollers 52 can prevent the tire from running off the track. This prevents the vehicle from jumping out of the roller device 19, improving the safety of the sensor evaluation test. EXAMPLES

[0080] A third embodiment will be described with reference to Figures 10 to 12. In the tire restraining device 10 of this embodiment, as shown in Figure 8, the auxiliary roller 21b and the holding portion 39 arranged on the inside of the front tire 1a are eliminated.

[0081] That is, the tire 1a includes only an auxiliary roller 21a and a holding portion 38 arranged on the outer side of the front tire 1a, and the auxiliary roller 21a rotatably contacts an outer shoulder portion 1d of the tire 1a.

[0082] According to this configuration, it is possible to attach the roller support member 13 to the inner ring 13a of the large bearing 12 in the following procedure: First, as shown in Fig. 12(a), the roller support member 13 is placed on the outer side of the front tire 1a.

[0083] Next, the guide portion 31c of the roller support member 13 is fitted into the slot groove 24 in Figures 5(a) and (b) to obtain the state shown in Figure 12(b). In this state, the guide portion 31c is rotated toward the boss portion 22a while being guided by the slot groove 24, and the guide portion 31c is fitted into the groove portion 22c from the opening side.

[0084] Thereafter, the shaft portion 36a of the bolt 36 is fastened to the female threaded hole of the boss portion 22b, thereby fixing the roller support member 13 to the inner ring 12a of the large bearing 12. This allows the roller support member 13 to be attached from the outside of the front tire 1a, simplifying the attachment work and enabling the work time to be shortened.

[0085] The present invention is not limited to the above-described embodiment, and can be modified and implemented within the scope of the claims. For example, the present invention can be applied not only to restraining the front tire 1a placed on the roller device 19 of the chassis dynamometer system 2, but also to a free roller device used in vehicle inspection, or a device that can place a tire on a rotating body such as a sphere.

[0086] In addition, in the first to third embodiments, examples of restraining the front tire 1a are shown, but if the test vehicle is a 4WS (four-wheel steering) vehicle, the tire can be used to restrain four wheels including the rear tire 1b.

[0087] Furthermore, the side roller 52 of the second embodiment may be added to the tire restraining device 10 of the third embodiment. In this case, it is preferable to attach the roller support member 51 after attaching the roller support member 13 to the large bearing 12. Also, if the long holes 38c, 39c of the holding portions 38, 39 are formed in the YY direction instead of the XX direction, the positions of the auxiliary rollers 21a, 21b can be adjusted in the same direction, which makes it possible to accommodate the shoulder portions 1d of various tires. [Explanation of symbols]

[0088] 1... Test vehicle (vehicle) 1a, 1b…Front tires, rear tires 1c…Tread area 1d…Shoulder section 2...Chassis dynamometer system 11. Plate 11d,23…Slope 12...Large bearing 13, 51...Roller support member 20…Main roller 24…Slot groove 21a, 21b...Auxiliary rollers 31...Fixing plate (fixing part) 31c…Guide section 32...Movable plate (movable part) 33… Clamping plate 33b…Attachment part 33a…long hole 42...Spring (elastic body) 43…Bolt 55...Side roller

Claims

1. A device for restraining a tire of a vehicle mounted on a rotating body so as to be able to turn, comprising: an annular member surrounding the tire; A pair of roller members rotatably contacting the tire; a roller support member that supports each of the roller members so as to be movable along an inner circumference of the annular member in synchronization with the rotation of the tire; A tire restraint device comprising:

2. The roller members are disposed in front of and behind the tire, respectively. A main roller that contacts a tread portion of the tire; An auxiliary roller that contacts a shoulder portion of the tire; 2. The tire restraint device according to claim 1, further comprising:

3. The annular member is constituted by a bearing member, The support member is a fixing portion fixed to an inner ring of the bearing member; a movable portion attached to the fixed portion so as to be movable in a front-rear direction of the tire; Equipped with 3. The tire restraining device according to claim 2, wherein the main roller and the auxiliary roller are disposed in front of the movable portion.

4. the support member includes a fastening plate that attaches the movable part to the fixed part, The fastening plate is formed with a plurality of elongated holes along the front-rear direction of the tire, The fixing portion is formed with a female thread portion to which a bolt shank inserted into the long hole is fastened, 4. The tire restraining device according to claim 3, wherein the movable portion is disposed between the fixed portion and the fastening plate so as to be movable in the front-rear direction.

5. A space is formed in the movable portion, A mounting portion is formed at a lower portion of the fastening plate to be mounted in the space, A shaft portion is provided in the front-rear direction within the space, A pair of elastic bodies is provided on the shaft portion, The mounting portion is disposed between the elastic bodies, 5. A tire restraining device according to claim 4, wherein said elastic bodies are elastically deformed when said movable portion moves in the front-rear direction.

6. 3. The tire restraining device according to claim 2, wherein the auxiliary roller is capable of adjusting its position along the front-rear direction or width direction of the tire.

7. The bearing member is The tire is attached to a plate whose position can be adjusted along the front-rear direction or width direction of the tire.

4. The tire restraining device according to claim 3.

8. The bearing member is attached to one end of the plate, A slope is formed on the other end side of the plate.

8. A tire restraining device according to claim 7.

9. A pair of the auxiliary rollers is provided, 3. A tire restraining device according to claim 2, wherein the tire is sandwiched in the tread width direction by the two auxiliary rollers.

10. A side roller for preventing the tire from coming off the road; a roller support member that supports the side rollers on the annular member; 2. The tire restraint device according to claim 1, further comprising:

11. The bearing member is formed with a slope at a position corresponding to the front-rear direction of the tire.

4. The tire restraining device according to claim 3.

12. an auxiliary roller that contacts an outer shoulder portion of the tire; A guide portion is provided on the lower surface of the fixing portion, A slot groove for guiding the guide portion is formed in the slope, The tire restraining device according to claim 11, characterized in that the guide portion can be attached by moving it along the slot groove from the outside.

13. 13. The tire restraining device according to claim 1, wherein the rotating body is a roller device of a chassis dynamometer system.

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