Wheel testing system

Abstract

To provide a wheel testing device that enables testing under conditions closer to actual driving conditions. [Solution] A wheel testing device (1) according to one embodiment of the present invention comprises a test rail (63) on which a test wheel (W) rolls, and a carriage (20) that can travel along the test rail (63). The carriage (20) comprises a wheel support portion (50) that supports the test wheel (W), and test wheel driving means (14, 30) that drives the test wheel (W). The test wheel driving means (14, 30) comprises a rotational motion supply means (14) that supplies rotational motion at a rotational speed corresponding to the speed of the carriage, and a slip rate control device (30) that changes the phase of the rotational motion supplied from the rotational motion supply means to control the slip rate between the rail and the test wheel.

Description

Technical Field

[0001] The present invention relates to a wheel test system suitable for testing railway wheels.

Background Art

[0002] There is known a test apparatus for simulating the interaction between a rail (hereinafter referred to as "rail") and a wheel during the running of a railway vehicle. For example, Patent Document 1 describes a test apparatus capable of performing a test simulating the running state of a railway vehicle by rotating both a wheel and a rail wheel, which is a disk-shaped member having a cross-sectional shape simulating a rail on its outer periphery, with the wheel pressed against the rail wheel.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Since the top surface of the rail head that contacts the wheel in the test apparatus described in Patent Document 1 is a substantially cylindrical surface having a curvature in the longitudinal section (i.e., a section perpendicular to the axle), there is a problem that the running state of an actual railway vehicle running on a rail whose top surface of the rail head does not have a curvature in the longitudinal section cannot be accurately reproduced.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide a wheel test apparatus capable of performing a test closer to an actual running state.

Means for Solving the Problems

[0006] According to one embodiment of the present invention, a wheel testing system is provided, comprising: a first testing device equipped with rails on which a test wheel rolls; a second testing device equipped with rail wheels that rotate together with the test wheel while in contact with it; and a test data processing device that processes test data obtained by the first and second testing devices, wherein the test data processing device converts the test results from the second testing device to the test results from the first testing device based on the test results from the first and second testing devices. [Effects of the Invention]

[0007] According to one embodiment of the present invention, a wheel testing device is provided that can perform tests that more closely resemble actual driving conditions. [Brief explanation of the drawing]

[0008] [Figure 1] This is a left side view of a rail-type wheel testing device according to the first embodiment of the present invention. [Figure 2] This is a plan view of a rail-type wheel testing apparatus according to the first embodiment of the present invention. [Figure 3] This is a rear view of a rail-type wheel testing device according to the first embodiment of the present invention. [Figure 4] This is an enlarged view (left side view) of a rail-type wheel testing device according to the first embodiment of the present invention. [Figure 5] This is an enlarged view (plan view) of a rail-type wheel testing device according to the first embodiment of the present invention. [Figure 6] This diagram shows the arrangement of the guide mechanism. [Figure 7] This is a cross-sectional view of the guide mechanism (Type A). [Figure 8] This is a cross-sectional view of the guide mechanism (Type B). [Figure 9] This diagram shows the connection points of the rail components. [Figure 10] This is a block diagram showing the general logical configuration of the drive system. [Figure 11] This diagram shows the general mechanical configuration of the main parts of the drive system. [Figure 12]This diagram shows the schematic structure of the drive unit and drive pulley unit. [Figure 13] This is a plan view of the first driven part. [Figure 14] This is a cross-sectional view AA in Figure 13. [Figure 15] Figure 13 is a cross-sectional view of BB. [Figure 16] Figure 13 is a cross-sectional view of CC. [Figure 17] This is a cross-sectional view of the second driven part. [Figure 18] This is a cross-sectional view of the torque application section. [Figure 19] This diagram shows the schematic structure of the alignment section 40. [Figure 20] This is a view along arrow AA in Figure 19. [Figure 21] This is a view from the arrow BB in Figure 19. [Figure 22] This is a view along the CC arrow in Figure 19. [Figure 23] This is a view along the DD arrow in Figure 19. [Figure 24] This is a diagram showing the schematic structure of the spindle section. [Figure 25] This is a schematic diagram of the control system. [Figure 26] This is a perspective view of a rail-wheel type wheel testing device according to a second embodiment of the present invention. [Figure 27] This is a perspective view of a rail-wheel type wheel testing device according to a second embodiment of the present invention. [Figure 28] This is a plan view of a rail-wheel type wheel testing device according to a second embodiment of the present invention. [Figure 29] This is a block diagram illustrating the schematic configuration of the drive system. [Figure 30] This is a cross-sectional view showing the schematic configuration of the gearbox. [Figure 31] This is a cross-sectional view showing the schematic configuration of the torque generating device and its surrounding area. [Figure 32] This is a cross-sectional view showing the general configuration of the second electric motor. [Figure 33] This is a schematic diagram of the control system. [Figure 34] This is a plan view showing the schematic configuration of a wheel testing apparatus according to a second embodiment of the present invention. [Figure 35] This is a front view showing a schematic configuration of a wheel testing apparatus according to a second embodiment of the present invention. [Modes for carrying out the invention]

[0009] One embodiment of the present invention will be described below with reference to the drawings. In the following description, the same or corresponding items will be denoted by the same or corresponding reference numerals, and redundant explanations will be omitted. In addition, if multiple items with common reference numerals are shown in each drawing, reference numerals will not necessarily be assigned to all of those multiple items, and the assignment of reference numerals will be appropriately omitted for some of those multiple items. Furthermore, in each drawing, for the sake of explanation, some of the components are omitted or shown in cross-section.

[0010] The wheel testing system according to the embodiment of the present invention described below is suitable for testing the adhesion characteristics between rails and wheels. The wheel testing system of this embodiment comprises a rail-type (or flat-type) wheel testing device 1 (hereinafter referred to as "first testing device 1") that uses rails (hereinafter referred to as "rails") and a rail-wheel type wheel testing device 2 (hereinafter referred to as "second testing device 2") that uses rail wheels. By using these two types of wheel testing devices in combination, adhesion characteristics can be accurately measured over a wide speed range from low speeds (e.g., 0 to 40 km / h) to high speeds (e.g., 60 to 200 km / h).

[0011] Figures 1-3 are, in order, a left side view, a top view, and a rear view of the first test apparatus 1 according to one embodiment of the present invention. Figures 4 and 5 are, in order, an enlarged left side view and a top view of the main part of the first test apparatus 1.

[0012] In the plan view (Figures 2 and 5), the direction from right to left is defined as the X-axis direction, the direction from top to bottom as the Y-axis direction, and the direction perpendicular to the plane of the paper from back to front as the Z-axis direction. The X-axis and Y-axis directions are mutually orthogonal horizontal directions, and the Z-axis direction is vertical. Unless otherwise specified, the front / back, left / right, and up / down directions are defined as the directions when the carriage 20 is facing the direction of travel (positive X-axis direction). That is, the positive X-axis direction is front, the negative X-axis direction is back, the positive Y-axis direction is left, the negative Y-axis direction is right, the positive Z-axis direction is up, and the negative Z-axis direction is down.

[0013] The first test apparatus 1 comprises a guide section 10 and a track section 60 that are elongated in the X-axis direction, and a carriage 20 that can travel on the guide section 10 in the X-axis direction. As shown in Figure 3, the track section 60 is mounted on the left side of the base frame 11 (hereinafter abbreviated as "base 11") of the guide section 10. A test rail 63 is provided on the upper surface of the track section 60 on which the test wheel W mounted on the carriage 20 rolls. In this embodiment, the track section 60 is detachably attached to the base 11 of the guide section 10 so that the track section 60 can be replaced according to the test conditions. The base 11 of the guide section 10 and the frame 61 of the track section 60 may be integrated, for example, by welding. Alternatively, the track section 60 may be directly installed on a foundation F (Figure 3) to completely separate the track section 60 from the guide section 10.

[0014] As shown in Figure 5, a pair of wheel stops 13 are provided at the front end of the guide section 10, adjacent to the drive sections 14LB and 14RB, which will be described later. The wheel stops 13 are devices that collide with the carriage 20 when it overruns, forcibly stopping the carriage 20. Each wheel stop 13 is equipped with a pair of hydraulic shock absorbers that mitigate the impact generated when it collides with the carriage 20.

[0015] As shown in Figure 3, a test wheel W is attached to the carriage 20. During the test, the carriage 20 moves with the test wheel W in contact with the test rail 63, and the test wheel W rolls along the test rail 63.

[0016] As shown in Figures 3 and 5, the guide section 10 is equipped with a plurality (three in the illustrated embodiment) of guide mechanisms 12A, 12B, and 12C that guide the movement of the carriage 20 in the X-axis direction. The guide mechanisms 12A, 12B, and 12C are installed at the left end, the center in the width direction (i.e., the Y-axis direction), and the right end of the guide section 10, respectively.

[0017] Figure 6 is a left side view of the guide mechanism 12A. Figures 7 and 8 are cross-sectional views of the guide mechanisms 12A and 12B, respectively. Since the guide mechanism 12C is configured symmetrically to the guide mechanism 12A, a detailed explanation of the guide mechanism 12C is omitted.

[0018] Each guide mechanism 12A, 12B, and 12C includes a single rail 121 that forms a track extending in the X-axis direction, and one or more (two in the illustrated embodiment) running sections 122A (Figure 7), 122B (Figure 8), or 122C (not shown; configured symmetrically with the running section 122A of guide mechanism 12A) that can run on the rail 121. As shown in Figure 6 for running section 122A, one of the two running sections 122A, 122B, and 122C is attached to the front end of the bottom surface of the carriage 20, and the other is attached to the rear end.

[0019] As shown in Figures 7 and 8, the rail 121 is laid on the base 11 of the guide section 10. In addition, each running section 122A, 122B, and 122C is attached to the underside of the main frame 21 of the carriage 20.

[0020] Rail 121 is a flat-bottomed rail having a head 121h, a bottom 121f wider than the head 121h, and a narrow body 121w connecting the head 121h and the bottom 121f. Rail 121 in this embodiment is, for example, a heat-treated rail (e.g., heat-treated rail 50N-HH340) that conforms to Japanese Industrial Standard JIS E 1120:2007 and has undergone additional processing. A heat-treated rail is a railway rail whose wear resistance is improved by heat treatment of the head.

[0021] As shown in Figure 7, the running section 122A of the guide mechanism 12A comprises a frame 123 that is long in the X-axis direction and attached to the lower surface of the main frame 21 of the carriage 20, and a plurality of roller units 128A attached to the frame 123. Each roller unit 128A comprises three rods 124a, 124b, and 124c attached to the frame 123, and three roller assemblies 125a, 125b, and 125c attached to each rod 124a, 124b, and 124c, respectively. The three roller assemblies 125a, 125b, and 125c of each roller unit 128A are positioned at the same location in the X-axis direction. Also, as shown in Figure 6, the plurality of roller units 128A are arranged at predetermined intervals in the X-axis direction.

[0022] Roller assemblies 125b and 125c have the same configuration as roller assembly 125a (however, roller assembly 125c is different in size from roller assembly 125a). Therefore, roller assembly 125a will be described as a representative example, and redundant explanations of roller assemblies 125b and 125c will be omitted.

[0023] As shown in Figure 7, the roller assembly 125a comprises a roller 126a that rolls on the rail 121 and a pair of bearings 127a that rotatably support the roller 126a. The bearings 127a are rolling bearings, and in the illustrated embodiment, ball bearings are used.

[0024] In this embodiment, the outer circumferential surface 126ap of the roller 126a is formed in a cylindrical shape, but it may also be a curved surface having curvature in the direction of rotation axis (i.e., in the longitudinal cross-section including the rotation axis shown in Figure 7) (for example, a sphere centered at the center point 126ag of the roller 126a).

[0025] The bearing 127a of the roller assembly 125a is, for example, a single-row radial bearing. The bearing 127a comprises an inner ring 127a1 fitted to the rod 124a, an outer ring 127a3 fitted to the inner circumferential surface of the roller 126a, and a plurality of rolling elements, or balls 127a2, interposed between the inner ring 127a1 and the outer ring 127a3. The balls 127a2 roll on circular orbits determined by pairs of annular grooves formed on the outer circumferential surface of the inner ring 127a1 and the inner circumferential surface of the outer ring 127a3, respectively.

[0026] Roller assembly 125a is positioned so that its outer circumferential surface 126ap contacts the top surface (head surface) 121a of the rail 121 and rolls on the top surface 121a as the carriage 20 moves. Roller assembly 125b is positioned so that its outer circumferential surface 126bp contacts one side of the bottom surface 121b of the rail 121 and rolls on the bottom surface 121b. Roller assembly 125c is positioned so that its outer circumferential surface 126cp contacts one side of the rail 121c and rolls on the side 121c.

[0027] The rail 121 has its head top surface 121a, head bottom surface 121b, and head side surface 121c, which come into contact with the roller assemblies 125a, 125b, and 125c, respectively, modified to be flat, and additional processing (for example, grinding or polishing) has been performed to improve surface accuracy such as flatness and parallelism.

[0028] As described above, the guide mechanisms 12A and 12C, which are attached to the left and right ends of the carriage 20 respectively, are configured symmetrically. That is, the guide mechanism 12C is the same as the guide mechanism 12A, but positioned in the opposite direction (i.e., rotated 180 degrees around the vertical axis).

[0029] As shown in Figure 8, the running section 122B of the guide mechanism 12B comprises a frame 123 attached to the lower surface of the main frame 21 of the carriage 20, and a plurality of roller units 128B attached to the frame 123. Each roller unit 128B comprises two rods 124a and 124b and two roller assemblies 125a and 125b. In addition, while the rods 124b and roller assemblies 125b are positioned on the left side of the rail 121 in the running section 122A of the guide mechanism 12A, they are positioned on the right side of the rail 121 in the running section 122B of the guide mechanism 12B. In other words, the running section 122B of the guide mechanism 12B is the same as the running section 122A of the guide mechanism 12A described above, but without the roller assemblies 125c and rods 124c, and arranged in the opposite direction. Note that the running section 122B of the guide mechanism 12B may also include the roller assemblies 125c and rods 124c.

[0030] In this embodiment, the roller assemblies 125b and 125c of the guide mechanism 12A, located on the left side of the rail 121, prevent the carriage 20 from moving to the right (negative Y-axis direction) relative to the rail 121. Furthermore, the roller assemblies 125b of the guide mechanism 12B and 125b and 125c of the guide mechanism 12C, located on the right side of the rail 121, prevent the carriage 20 from moving to the left (positive Y-axis direction) relative to the rail 121. Thus, movement of the carriage 20 in the Y-axis direction relative to the rail 121 is prevented. In addition, the roller assemblies 125b of the guide mechanisms 12A, 12B, and 12C prevent the carriage 20 from moving upward (positive Z-axis direction) relative to the rail 121. In this way, by preventing the carriage 20 from moving in the Y-axis direction and the positive Z-axis direction relative to the rail 121, derailment of the carriage 20 from the rail 121 is prevented.

[0031] In this embodiment, the running section 122B (Figure 8) is positioned in the opposite direction to the running section 122A (Figure 7), but the running section 122B may be positioned in the same direction to the running section 122A. Similarly, the running sections 122C and 122A may be positioned in the same direction to the left. However, any two of the running sections 122A, 122B, and 122C are positioned in the opposite directions to each other (i.e., the roller assemblies 125b and 125c are positioned on opposite sides to the rail 121).

[0032] To prevent the carriage 20 from moving left or right (in the Y-axis direction), at least two running sections 122A, 122B, or 122C, which are arranged in opposite directions to each other, should be equipped with a roller assembly 125c and a rod 124.

[0033] To prevent movement upward (in the positive Z-axis direction) of the carriage 20, at least one running section 122A, 122B, or 122C should be equipped with a roller assembly 125b and a rod 124b.

[0034] If the angle that the lower surface 121b of the rail 121 makes with the horizontal plane is greater than a certain angle (for example, 5°), then roller assembly 125b can be used instead of roller assembly 125c.

[0035] The rail 121 of the guide mechanism 12 may be made up of multiple short rail members connected together. In that case, as shown in Figure 9, the joint 121j of the rail 121 may be formed not perpendicular to the length direction (X-axis direction) of the rail 121, but obliquely in a plan view (i.e., the joint 121j is inclined at an angle θ with respect to the ZX plane). By forming the joint 121j obliquely, even if the rail 121 expands or contracts due to temperature changes, the strain in the rail 121 is released by the sliding of the rail members at the joint 121j, thus preventing the rail 121 from bending.

[0036] When forming a diagonal joint 121j, the roller assemblies 125b and 125c (Figure 9) are positioned on the rail 121 where the head side 121c forms an obtuse angle with the joint 121j, forward of the joint 121j (i.e., the left side in the case of guide mechanism 12A, and the right side in the case of guide mechanisms 12B and 12C). By positioning the roller assemblies 125b and 125c in this manner, even if there is a misalignment in the joint 121j of the rail 121, the roller assemblies 125b and 125c will not collide with the sharp-angled end 121e of the joint 121j, thus preventing large impacts or damage.

[0037] In addition, at the joint 121j, the end faces of the two rail members to be connected may be in contact with each other, or a predetermined gap may be provided between the end faces to butt them together without contact. Furthermore, in this embodiment, at the joint 121j of the rail 121, the end faces of the two rail members to be connected are simply butted together and not joined, but the rail members may be joined at the joint 121j by welding or brazing.

[0038] In addition, a guideway-type circulating linear bearing (a so-called linear guide) can be used instead of the guide mechanisms 12A, 12B, and 12C of this embodiment. A ball circulating linear bearing has an oval-shaped track formed by connecting the adjacent ends of two parallel straight tracks with semicircular tracks. When such a linear bearing with a straight track is run at high speed (for example, at a speed of 10 km / h or more), a sudden centrifugal force is generated on the rolling elements when they transition from the straight track to the curved track (i.e., an impact load is applied to the rolling elements and the rolling surfaces of the curved track), causing the rolling elements and rolling surfaces to wear down or become damaged rapidly. Therefore, when the carriage 20 is run at high speed, there is a problem that the lifespan of the linear bearing is shortened or it breaks.

[0039] In the guide mechanisms 12A, 12B, and 12C of this embodiment, the bearings 127a to 127c used ensure that the rolling elements always travel along circular orbits with a constant curvature, thus preventing sudden fluctuations in centrifugal force (i.e., impact loads) acting on the rolling elements. Therefore, even when the rollers 126a to 127c are rotated at high peripheral speeds exceeding, for example, 60 km / h, there is no significant reduction in the lifespan or damage to the bearings 127a to 127c. Accordingly, by configuring the guide mechanisms 12A to 12C using rolling bearings with circular orbits where the curvature of the rolling elements' tracks is constant, high-speed travel of the carriage 20 (for example, travel at speeds of 10 km / h or more) becomes possible. The first test apparatus 1 of this embodiment, by employing the guide mechanisms 12A, 12B, and 12C described above, enables the carriage 20 to travel at speeds exceeding 85 km / h.

[0040] The first test apparatus 1 is equipped with a drive system DS that drives the carriage 20 and the test wheel W. Figure 10 is a block diagram showing the schematic logical configuration of the drive system DS. Figure 11 is a diagram showing the schematic mechanical configuration of the main part of the drive system DS. In Figure 10, the arrows represent the transmission paths of mechanical power (hereinafter simply referred to as "power").

[0041] As shown in Figure 10, the drive system DS includes an activation unit AS that generates power and a transmission unit TS that transmits the power generated by the activation unit AS to the carriage 20 and the test wheel W, which are the objects to be driven. The drive system DS, together with the test wheel W and the track section 60, constitutes a power circulation system.

[0042] The activation unit AS comprises two pairs of left and right drive units 14 (first activation means) attached to the guide unit 10, and a torque generating device 30 (second activation means) attached to the carriage 20. The drive units 14 are mainly used to control the travel speed of the carriage 20 and the rotational speed of the test wheel W, while the torque generating device 30 is mainly used to control the torque supplied to the test wheel W.

[0043] The transmission unit TS includes a first transmission unit TS1 that transmits the power generated by the drive unit 14 to the carriage 20, a second transmission unit TS2 that extracts a portion of the power transmitted by the first transmission unit TS1 and transmits it to the torque generator 30, and a third transmission unit TS3 that transmits the power output from the torque generator 30 to the test wheel W. The torque generator 30 also constitutes part of the transmission unit TS.

[0044] As shown in Figures 4 and 5, the two pairs of drive units 14 (a pair of drive units 14LA and 14LB on the left and a pair of drive units 14RA and 14RB on the right) are mounted near the four corners on the base 11 of the guide unit 10. The drive units 14LA and 14RA are located at the rear end of the guide unit 10, and the drive units 14LB and 14RB are located at the front end of the guide unit 10.

[0045] As described later, the right-side drive units 14RA and 14RB combine the functions of a carriage drive means for driving and moving the carriage 20, and a test wheel drive means (rotation speed application means) for rotating the test wheel W at a rotation speed corresponding to the travel speed of the carriage 20. The left-side drive units 14LA and 14LB have the function of a carriage drive means.

[0046] The first transmission unit TS1 includes one pair each of belt mechanisms 15 (15L, 15R) and driven units (first driven unit 22 and second driven unit 23). The left belt mechanism 15L is driven by a pair of left-side drive units 14LA and 14LB, and the right belt mechanism 15R is driven by a pair of right-side drive units 14RA and 14RB. The first driven unit 22 and the second driven unit 23 are mounted on the main frame 21 of the carriage 20. The first driven unit 22 is connected to the right-side belt mechanism 15R, and the second driven unit 23 is connected to the left-side belt mechanism 15L.

[0047] Figure 12 is a schematic diagram showing the drive unit 14 and the drive pulley section 150 of the belt mechanism 15. Figure 13 is a plan view of the first driven unit 22. Figures 14, 15, and 16 are cross-sectional views AA, BB, and CC of Figure 13, respectively. Figure 17 is a cross-sectional view showing the schematic structure of the second driven unit 23.

[0048] Each belt mechanism 15 (15L, 15R) includes a pair of drive pulley sections 150, a belt 151 (151L, 151R), three driven pulleys 155A, 155C, and 156 held by the first driven section 22 (Figure 14) or three driven pulleys 155A, 155B, and 155C held by the second driven section 23 (Figure 17), and a pair of belt clamps 157 (Figures 3, 5) that secure both ends of the belt 151 to the main frame 21 of the carriage 20. The drive pulley section 150 is mounted on the base 11 of the guide section 10 and connected to the corresponding drive section 14.

[0049] Belt 151R is wrapped around the drive pulleys (152A, 152B) of a pair of drive pulley sections 150 and three driven pulleys 155A, 156, and 155C. Belt 151L is wrapped around the drive pulleys (152A, 152B) of a pair of drive pulley sections 150 and three driven pulleys 155A, 155B, and 155C.

[0050] The drive unit 14 includes a motor 141 (first motor) and a belt mechanism 142. The motor 141 has, for example, a moment of inertia of the rotating part of 0.01 kg·m. 2 The following (more preferably, 0.008 kg·m) 2 The following is an ultra-low inertia, high-output AC servo motor with a rated output of 3kW to 60kW (more practically, 7kW to 37kW). By using such an ultra-low inertia, high-output motor 141, it becomes possible to accelerate the carriage 20 to its maximum speed (e.g., 240km / h) in a short travel distance (e.g., 20-50m).

[0051] Furthermore, the motor 141 may be a motor with a rotating part having a standard-sized moment of inertia. Alternatively, the motor 141 may be another type of electric motor capable of speed control, such as a so-called inverter motor that uses an inverter for drive control.

[0052] The belt mechanism 142 includes a drive pulley 142a attached to the shaft 141b of the motor 141, a driven pulley 142c, and a belt 142b wrapped around the drive pulley 142a and the driven pulley 142c. Belt 142b is, for example, a toothed belt with the same configuration as belt 151, which will be described later. The type of belt 142b may be different from that of belt 151.

[0053] The belt mechanism 142 has a reduction ratio greater than 1 because the pitch circle diameter of the driven pulley 142c is larger (i.e., it has more teeth) than the drive pulley 142a. Therefore, the rotation output from the motor 141 is reduced by the belt mechanism 142. The reduction ratio of the belt mechanism 142 may be 1 or less. Alternatively, a speed reducer may be provided in the drive unit 14 instead of (or in addition to) the belt mechanism 142. Alternatively, the shaft 153 of the belt mechanism 15, which will be described later, may be directly connected to the shaft 141b of the motor 141 without providing the belt mechanism 142 or speed reducer.

[0054] Adjacent to the drive unit 14, the drive pulley section 150 of the belt mechanism 15 is positioned. The drive pulley section 150 comprises a pair of bearing sections 154, a shaft 153 rotatably supported by the pair of bearing sections 154, and a drive pulley 152 attached to the shaft 153. The driven pulley 142c of the belt mechanism 142 is also attached to the shaft 153, and the output of the drive unit 14 is transmitted to the belt 151 wrapped around the drive pulley 152 via the shaft 153 and the drive pulley 152.

[0055] Belt 151 is a toothed belt with a steel wire core. Belt 151 may also be made of a core formed from so-called super fibers, such as carbon fiber, aramid fiber, or ultra-high molecular weight polyethylene fiber. Using a lightweight and high-strength core, such as a carbon core, makes it possible to drive the carriage 20 with high acceleration (or apply high driving / braking force to the test wheel W) using a relatively low-output motor, enabling miniaturization of the first test apparatus 1. Furthermore, using a lightweight belt 151 with a core formed from so-called super fibers when using a motor of the same output makes it possible to improve the performance of the first test apparatus 1 (specifically, improve acceleration performance).

[0056] As shown in Figures 3 to 5, both ends of each belt 151 are fixed to the main frame 21 of the carriage 20. This causes each belt 151 to form a loop through the carriage 20. When each belt mechanism 15 is activated, the carriage 20 is pulled by each belt 151 and travels in the X-axis direction.

[0057] In this embodiment, the belt 151 is fixed to the carriage 20 by a belt clamp 157 on the lower side of the loop, and the belt mechanism 15 is connected to the first driven part 22 or the second driven part 23 on the upper side of the loop. By positioning the relatively low-height belt clamp 157 below the first driven part 22 or the second driven part 23, the height of the belt mechanism 15 can be reduced. Alternatively, the belt 151 may be fixed to the carriage 20 on the upper side of the loop.

[0058] As shown in Figure 4, the pair of drive pulleys 152 (152A, 152B) of the belt mechanism 15 are fixed pulleys that are positioned with the area on which the carriage 20 can travel between them and are held on the base 11 (i.e., their center of gravity is fixed relative to the base 11). The driven pulleys 155 (155A, 155B, 155C) and 156, held on the first driven part 22 or the second driven part 23, are movable pulleys that can move in the X-axis direction together with the carriage 20.

[0059] In the following explanation, for configurations where a pair is provided on the left and right, the left-hand configuration will be described in principle. The right-hand configuration will be indicated alongside it, enclosed in square brackets, and redundant explanations will be omitted.

[0060] In this embodiment, a pair of drive units 14LA and 14LB [14RA and 14RB] are driven in the same phase. Furthermore, the left drive units 14LA and 14LB and the right drive units 14RA and 14RB are arranged in opposite directions and are driven in opposite phases to each other.

[0061] The effective diameter (i.e., pitch circle diameter) or number of teeth of the drive pulley 152 (Figure 12) and the driven pulley 155 (Figures 14 and 17) are the same. The pitch circle diameter or number of teeth of the driven pulley 156 (Figure 14) held by the first driven part 22 is larger (for example, twice) than that of the drive pulley 152 and the driven pulley 155.

[0062] As shown in Figure 5, the carriage 20 comprises a main frame 21, a first driven section 22, a second driven section 23, a belt mechanism 24, a belt mechanism 25, a transmission shaft section 26, a brake device 27, a brake device 28, a torque generator 30, an alignment section 40, and a spindle section 50 (axle section). As shown in Figure 10, the first driven section 22 and the belt mechanism 24 constitute the second transmission section TS2. Furthermore, the belt mechanism 25, the transmission shaft section 26, and the spindle section 50 constitute the third transmission section TS3.

[0063] As shown in Figure 11, the spindle section 50 includes a rotatably supported spindle 52. The spindle 52 is an axle (i.e., shaft) to which the test wheel W is attached coaxially (i.e., so as to share a centerline) at one end, and the test wheel W is rotationally driven together with the spindle 52 by power output from the torque generator 30. The alignment section 40 is a mechanism that allows for alignment adjustment of the test wheel W (i.e., adjustment of the position and orientation of the test wheel W relative to the test rail 63) by changing the orientation of the spindle section 50.

[0064] As shown in Figures 13 to 16, the first driven unit 22 comprises a main body 221, a bearing 222, a bearing 223, a shaft 224, a drive gear 225, a shaft 226, and a driven gear 227.

[0065] As shown in Figure 14, the main body 221 comprises two rods 221b extending in the Y-axis direction and a pair of bearings 221c whose inner rings are fitted to each rod 221b. The driven pulleys 155A and 155C of the belt mechanism 15R are fitted to the outer rings of each bearing 221c, respectively. With this configuration, the driven pulleys 155A and 155C of the belt mechanism 15R are rotatably supported by the main body 221.

[0066] As shown in Figure 16, the main body 221 is equipped with a bearing 221a. The bearing section 222 is equipped with a pair of bearings 222a and 222b arranged vertically. The bearing section 223 is equipped with a pair of bearings 223a and 223b arranged vertically.

[0067] The shaft 224 is rotatably supported by bearing 221a at one end in the longitudinal direction, by bearing 223a at the other end, and by bearing 222a in the middle section. The driven pulley 156 and drive gear 225 of the belt mechanism 15R are attached to the shaft 224.

[0068] The shaft 226 is shorter than the shaft 224 and is rotatably supported at one end in the longitudinal direction by a bearing 222b and at the other end by a bearing 223b. The driven gear 227, which meshes with the drive gear 225, and the drive pulley 241 of the belt mechanism 24 are attached to the shaft 226.

[0069] Specifically, the driven pulley 156 (belt mechanism 15R) and the drive pulley 241 (belt mechanism 24) are connected via the first driven part 22. A portion of the power transmitted by the belt mechanism 15R is transmitted to the shaft 224 via the driven pulley 156, then to the shaft 226 via the drive gear 225 and the driven gear 227, and further transmitted to the belt mechanism 24 via the drive pulley 241. The power transmitted to the belt mechanism 24 is used to drive the test wheel W.

[0070] In other words, the first driven unit 22 on the right side and the driven pulley 156 (and driven pulleys 155A, 155C) rotatably supported by the first driven unit 22 have the function of taking a portion of the power from the belt mechanism 15R and supplying it to the belt mechanism 24.

[0071] The remaining power transmitted by the belt mechanism 15R is transmitted to the main frame 21 of the carriage 20, to which the belt 151 is secured by the belt clamp 157, and is used to drive the carriage 20.

[0072] In other words, the right-side belt mechanism 15R constitutes part of the means for driving the carriage 20 (carriage driving means), and also part of the means for driving the test wheel W (test wheel driving means). Furthermore, together with the right-side first driven unit 22, the right-side belt mechanism 15R functions as a means for distributing the power generated by the drive units 14RA and 14RB to the power used to drive the carriage 20 and the power used to drive the test wheel W (power distribution means).

[0073] In this embodiment, the belt mechanism 15R has a reduction ratio greater than 1 because the pitch circle diameter of the driven pulley 156 on the output side is larger than that of the drive pulley 152 on the input side. However, the present invention is not limited to this configuration, and the pitch circle diameter of the driven pulley 156 may be made greater than or equal to the pitch circle diameter of the drive pulley 152, so that the reduction ratio of the belt mechanism 15R is 1 or less.

[0074] Furthermore, the first driven unit includes a drive gear 225 and a driven gear 227, thereby reversing the direction of rotation of the power.

[0075] As shown in Figure 17, the second driven part 23 (main body 231) comprises three rods 231b extending in the Y-axis direction and three bearings 231c whose inner rings are fitted to each rod 231b. The three rods 231b are arranged at equal intervals in the X-axis direction. In this embodiment, the central rod 231b is positioned higher than the other two rods 231b, but all rods 231b may be positioned at the same height.

[0076] Three driven pulleys 155 (driven pulleys 155A, 155B, and 155C, in order from front to back) of the belt mechanism 15L are fitted onto the outer ring of each bearing 231c. In this configuration, the driven pulleys 155A, 155B, and 155C of the belt mechanism 15L are rotatably supported by the second driven part 23.

[0077] As shown in Figure 4, the belt 151 of the belt mechanism 15 is folded back by the drive pulleys 152A and 152B, dividing it into an upper portion 151a and a lower portion 151b. The upper portion 151a and the lower portion 151b are stretched in the direction of travel of the carriage 20 and driven in opposite directions. Specifically, the lower portion 151b of the belt 151 fixed to the carriage 20 is driven together with the carriage 20 in the direction of travel of the carriage, while the upper portion 151a is driven in the opposite direction to the carriage 20 and the lower portion 151b. In addition, the driven pulleys 155 and 156 attached to the carriage 20 are wrapped around the upper portion 151a of the belt 151, which travels in the opposite direction to the carriage 20, and are driven by the upper portion 151a.

[0078] As shown in Figures 10 and 11, a portion of the power transmitted by the right-side belt mechanism 15R is transmitted to the torque generator 30 by the second transmission unit TS2, and further transmitted to the test wheel W by the third transmission unit TS3, and used to drive the test wheel W. The second transmission unit TS2 includes the first driven unit 22 and the belt mechanism 24, and the third transmission unit TS3 includes the belt mechanism 25, the transmission shaft unit 26, and the spindle unit 50. As described above, the remaining portion of the power transmitted by the right-side belt mechanism 15R is transmitted to the main frame 21 of the carriage 20, to which the end of the belt 151 is fixed by the belt clamp 157, and used to drive the carriage 20. With the belt mechanism 15R and the first driven unit 22 configured as described above, both the carriage 20 and the test wheel W can be driven by the belt 151.

[0079] The left-side second driven unit 23 differs from the right-side first driven unit 22 in that it does not have a configuration (specifically, bearings 222, 223, shafts 224, 226, drive gear 225, and driven gear 227) for extracting a portion of the power transmitted by the belt mechanism 15L and transmitting it to the second transmission unit TS2 provided on the carriage 20. Although the left-side second driven unit 23 is not an essential component, its provision balances the forces the carriage 20 receives from the left and right belt mechanisms 15L and 15R, stabilizing the carriage 20's movement.

[0080] As described above, in this embodiment, a configuration is adopted in which the carriage 20 and the test wheel W are driven using power transmitted by a common power transmission device (i.e., belt mechanism 15R). With this configuration, it is possible to always rotate the test wheel W at a peripheral speed (rotational speed) corresponding to the travel speed of the carriage 20, regardless of the travel speed of the carriage 20. Furthermore, in this embodiment, in order to reduce the amount of operation of the torque generator 30 (i.e., power consumption), when the torque generator 30 is not operating, the test wheel W is configured to rotate at approximately the same peripheral speed as the travel speed of the carriage 20.

[0081] The belt mechanism 24 includes a drive pulley 241 attached to the shaft 226 (Figure 16) of the first driven unit 22 described above, a driven pulley 242 attached to the shaft 314 (Figure 18) of the torque generating device 30 described later, and a belt 243 wrapped around the drive pulley 241 and the driven pulley 242. The belt 243 is, for example, a toothed belt with the same configuration as the belt 151 described above. The type of belt 243 may be different from that of belt 151.

[0082] Figure 18 shows the structure of the torque generator 30. The torque generator 30 generates torque to be applied to the test wheel W and outputs this torque in addition to the rotational motion transmitted by the belt mechanism 24. In other words, the torque generator 30 can apply torque to the test wheel W (i.e., apply a driving force or braking force between the test rail 63 and the test wheel W) by changing the phase of the rotational motion transmitted by the belt mechanism 24.

[0083] The torque generating device 30 functions as a second activating means that generates power to drive the test wheel W, and also functions as a power coupling means that combines the power generated by the motor 141 (first motor) of the drive unit 14 (first activating means) and the power generated by the motor 32 (second motor) of the torque generating device 30, which will be described later.

[0084] By incorporating the torque generator 30 into the drive system DS, it becomes possible to divide the roles between the power source for controlling the rotational speed of the test wheel W (drive units 14RA, 14RB) and the power source for controlling the torque (motor 32, described later). This makes it possible to use a smaller capacity power source and to control the rotational speed and torque applied to the test wheel W with greater precision. Furthermore, by incorporating the torque generator 30 into the carriage 20, the load on the belt mechanism 15R is reduced, making it possible to miniaturize the belt mechanism 15R (for example, by reducing the number of toothed belts used) and to use components with lower load-bearing capacity.

[0085] The torque generating device 30 includes a rotating frame 31, a motor 32 (second motor), a reduction gear 33 and a shaft 34 mounted inside the rotating frame 31, three bearing sections 351, 352 and 353 that rotatably support the rotating frame 31, a slip ring section 37 and a rotary encoder 38 that detects the rotational speed of the rotating frame 31.

[0086] In this embodiment, the motor 32 has a moment of inertia of 0.01 kg·m for its rotating part. 2The following (more preferably, 0.008 kg·m) 2 As follows, ultra-low inertia, high-output AC servo motors with a rated output of 3kW to 60kW (more practically, 7kW to 37kW) are used.

[0087] The rotating frame 31 has a first cylindrical section 311 (motor housing section) with a large diameter, a second cylindrical section 312 (connecting cylinder), and a third cylindrical section 313, as well as two roughly cylindrical shaft sections 314 and 315 with a smaller diameter than the first cylindrical section 311. The shaft section 314 is coaxially connected to one end of the first cylindrical section 311 (the right end in Figure 18) via the second cylindrical section 312 and the third cylindrical section 313. The shaft section 315 is coaxially connected to the other end of the first cylindrical section 311 (the left end in Figure 18). The shaft section 314 is rotatably supported by bearing sections 351 and 353, and the shaft section 315 is rotatably supported by bearing section 352.

[0088] A motor 32 is housed in the hollow section of the first cylindrical section 311. The motor 32 has a shaft 321 that is coaxial with the rotating frame 31, and the motor case 320 (i.e., stator) is fixed to the first cylindrical section 311 by a number of stud bolts 323.

[0089] A reduction gear 33 is positioned in the hollow sections of the second cylindrical section 312 and the third cylindrical section 313. The input shaft 332 of the reduction gear 33 is connected to the shaft 321 of the motor 32, and the output shaft 333 is connected to the shaft 34.

[0090] A flange 312a protruding outward is formed at one end of the second cylindrical portion 312 (the right end in Figure 18). A flange 312b protruding outward and an inner flange 312c protruding inward are formed at the other end of the second cylindrical portion 312 (the left end in Figure 18).

[0091] The flange 320a of the motor 32 is fixed to the inner flange 312c of the second cylindrical section 312. The gear case 331 of the reducer 33 is fixed to one end of the second cylindrical section 312 (i.e., the base of the flange 312a). In other words, the motor case 320 of the motor 32 and the gear case 331 of the reducer 33 are connected with high rigidity via the second cylindrical section 312, which is a single short cylindrical member. As a result, almost no bending moment is applied to the shaft 321 of the motor 32 and the input shaft 332 of the reducer 33, ensuring smooth (i.e., low friction) rotation of the shaft 321 and the input shaft 332, and improving the accuracy of torque control applied to the test wheel W.

[0092] A flange 315a, having the same diameter as the first cylindrical portion 311, is formed at the base of the shaft portion 315, and one end of the first cylindrical portion 311 is fixed to the outer circumference of this flange 315a. In addition, the flange 320b of the motor 32 is fixed to the flange 315a of the first cylindrical portion 311. The motor 32 is supported with high rigidity because it is fixed to the rotating frame 31 at both ends and the center of the motor case 320 in the longitudinal direction.

[0093] A flange 314a, having the same diameter as the third cylindrical portion 313, is formed at the base of the shaft portion 314, and one end of the third cylindrical portion 313 is fixed to the outer circumference of this flange 314a. The other end of the third cylindrical portion 313 is fixed to the outer circumference of the flange 312a of the second cylindrical portion 312.

[0094] The shaft portion 314 is rotatably supported by a bearing portion 351 near the flange 314a at the base and by a bearing portion 353 at the tip. A driven pulley 242 of the belt mechanism 24 is positioned between the bearing portions 351 and 353 and is coaxially mounted on the outer circumference of the shaft portion 314. The power transmitted by the belt mechanism 24 rotates the rotating part of the torque generating device 30. In other words, the shaft portion 314 (rotating frame 31) serves as the input shaft of the torque generating device 30.

[0095] A pair of bearings 314b are provided on the inner circumference of both ends of the shaft portion 314 (i.e., the portions supported by the bearing portion 351 or bearing portion 353). The shaft 34 passes through the hollow portion of the shaft portion 314 and is rotatably supported by the pair of bearings 314b. The tip of the shaft 34 protrudes outward from the tip of the shaft portion 314. A drive pulley 251 of the belt mechanism 25 is coaxially attached to the tip of the shaft 34 that protrudes from the shaft portion 314, and the belt mechanism 25 is driven by the power output from the shaft 34. In other words, the shaft 34 is the output shaft of the torque generating device 30.

[0096] The torque output from the motor 32 is amplified by the reduction gear 33 and transmitted to the shaft 34. The rotation output from the shaft 34 to the belt mechanism 25 is the sum of the rotation of the rotating frame 31 driven by the belt mechanism 24 and the torque generated by the motor 32 and the reduction gear 33. The torque generator 30 adds the torque it generates to the rotational motion transmitted to the shaft portion 315 of the rotating frame 31, which is the input shaft, and outputs it from the shaft 34, which is the output shaft.

[0097] The reduction ratio of the reducer 33 is set within the range of 1 / 45 to 1 / 120 (more preferably within the range of 1 / 55 to 1 / 100). This allows for a sufficiently large tangential force f T By providing this information, it becomes possible to measure the slip ratio S with an accuracy of 0.01%.

[0098] The slip ring section 37 comprises multiple pairs of slip rings 371, brushes 372, a support tube 373, a bearing section 374, a support column 375, and a support arm 376. The support tube 373 is coaxially connected to the shaft section 315 of the rotating frame 31. The tip of the support tube 373 is rotatably supported by the bearing section 374. The support arm 376 is arranged parallel to the support tube 373, with one end fixed to the support column 375 located on the rotating frame 31 side, and the other end fixed to the frame of the bearing section 374.

[0099] Multiple slip rings 371 are arranged at regular intervals in the axial direction and mounted on the outer circumference of a support tube 373. Multiple brushes 372 are positioned to contact the outer surface of the corresponding slip ring 371 and are mounted on a support arm 376.

[0100] Each slip ring 371 is connected to a lead wire (not shown). The lead wires are passed through the hollow section of the support tube 373 and brought out into the hollow section of the shaft 315 of the rotating frame 31. The motor 32's cable 325 is passed through the hollow section of the shaft 315, and the multiple wires contained in the cable 325 are each connected to the lead wires of the corresponding slip rings 371. The brush 372 is connected to the driver 32a (Figure 25). In other words, the motor 32 and the driver 32a are connected via the slip ring section 37.

[0101] The rotary encoder 38 is attached to the bearing portion 374 of the slip ring portion 37. Furthermore, a support tube 373, which rotates integrally with the rotating frame 31, is connected to the input shaft of the rotary encoder 38.

[0102] As shown in Figure 11, the belt mechanism 25 includes a drive pulley 251 attached to the output shaft (shaft 34) of the torque generator 30, a driven pulley 252 attached to the input shaft (transmission shaft 261) of the transmission shaft section 26, and a belt 253 wrapped around the drive pulley 251 and the driven pulley 252, transmitting power output from the torque generator 30 to the transmission shaft section 26. The belt 253 is, for example, a toothed belt with the same configuration as the belt 151 described above. The type of belt 253 may be different from that of belt 151.

[0103] The transmission shaft section 26 includes a transmission shaft 261, a pair of bearing sections 262 that rotatably support the transmission shaft 261, a disc brake 263, a sliding constant velocity joint 265, a transmission shaft 266, and a bearing 267 that rotatably supports the transmission shaft 266. The disc brake 263 includes a disc rotor 263a attached to the transmission shaft 261 and a caliper 263b that applies friction to the disc rotor 263a to provide braking.

[0104] The transmission shaft 261 has a driven pulley 252 of the belt mechanism 25 attached to one end, and one end of a sliding constant velocity joint 265 connected to the other end via a disc rotor 263a. The other end of the sliding constant velocity joint 265 is connected to the spindle 52 via a transmission shaft 266. The sliding constant velocity joint 265 is configured to transmit rotation smoothly without rotational fluctuations, regardless of the operating angle (i.e., the angle between the input shaft and the output shaft). Furthermore, the axial length (transmission distance) of the sliding constant velocity joint 265 is also variable.

[0105] The spindle 52 to which the test wheel W is attached is supported by the alignment section 40, allowing its angle and position to be variably adjusted. By connecting the transmission shaft 261 and the spindle 52 via a sliding constant velocity joint 265, the sliding constant velocity joint 265 can flexibly follow changes in the angle and position of the spindle 52. As a result, no large strain is applied to the spindle 52 or the transmission shaft 261, and power is transmitted smoothly.

[0106] Figure 19 shows the schematic structure of the alignment section 40. Figures 20, 21, 22, and 23 are views of Figure 19 from the perspective of arrows AA, BB, CC, and DD, respectively.

[0107] The alignment section 40 includes a wheel load adjustment section 42, a camber adjustment section 44, and a slip angle adjustment section 46.

[0108] The wheel load adjustment unit 42 is a mechanism that adjusts the wheel load (vertical load received from the test rail 63) applied to the test wheel W by changing the height of the spindle 52 and the test wheel W attached to the spindle 52 (more specifically, the distance from the top surface 63a of the rail to the center C of the test wheel W). The wheel load adjustment unit 42 includes a lifting frame 421 (first movable frame) that can move up and down (in the Z-axis direction) relative to the base 11, a plurality of linear guides 422 (two pairs in the illustrated embodiment) that guide the up and down movement of the lifting frame 421, and one or more Z-axis drive units 43 (one pair in the illustrated embodiment) that drive the lifting frame 421 up and down.

[0109] On the left side of the main frame 21 of the carriage 20, a shed-like (or gazebo-like) alignment mechanism support section 214 is provided to house the alignment section 40. The lifting frame 421 is housed within the alignment mechanism support section 214. The linear guide 422 comprises a vertically extending rail 422a and one or more (two in the illustrated embodiment) running sections 422b that can travel on the rail 422a. One of the rail 422a and running section 422b of each linear guide 422 is attached to the alignment mechanism support section 214, and the other is attached to the lifting frame 421.

[0110] The Z-axis drive unit 43 (first drive unit) includes a motor 431 and a ball screw 432 (motion transducer) that converts the rotational motion of the motor 431 into linear motion in the Z-axis direction. The ball screw 432 includes a screw shaft 432a connected to the shaft of the motor 431, a nut 432b that meshes with the screw shaft 432a, and bearings 432c and 432d that rotatably support the screw shaft 432a. The motor 431 and the two bearings 432c and 432d are attached to the alignment mechanism support section 214, and the nut 432b is attached to the lifting frame 421.

[0111] When the motor 431 drives the ball screw 432, the lifting frame 421 moves up and down together with the nut 432b. Consequently, the test wheel W moves up and down via the camber adjustment section 44, slip angle adjustment section 46, and spindle section 50 supported by the lifting frame 421, and a load corresponding to the amount the ball screw 432 is driven (i.e., the height of the test wheel W) is applied to the test wheel W.

[0112] In this embodiment, the screw shaft 432a is directly connected to the motor 431, but the motor 431 and the screw shaft 432a may also be connected via a gear reducer or a gear device that reduces rotation, such as a worm gear.

[0113] In this embodiment, a lead screw mechanism is used as the motion transducer, but another type of motion transducer capable of converting rotational motion into linear motion may also be used.

[0114] Although the motor 431 in this embodiment is a servo motor, another type of motor capable of controlling the amount of operation may also be used as the motor 431.

[0115] The camber adjustment section 44 is E φ This mechanism adjusts the camber angle, which is the inclination of the test wheel W with respect to the road surface, by rotating the spindle 52 around an axis (an axis extending forward and backward through the center C of the test wheel W). The camber adjustment section 44 is E φ The system includes a φ rotating frame 441 (second movable frame) that can rotate around an axis, a pair of bearings 442 that rotatably support the φ rotating frame 441, a pair of curved guides 443 that guide the rotation of the φ rotating frame 441, and a pair of left and right φ drive units 45 (second drive units) that rotate the φ rotating frame 441.

[0116] As shown in Figure 19, the φ rotating frame 441 and the lifting frame 421 of this embodiment have a gate-like (∩-shaped) form when viewed in the Y-axis direction. The φ rotating frame 441 is housed in the cavity of the ∩-shaped lifting frame 421. The front and back of the φ rotating frame 441 have E φA cylindrical pivot 441a that projects outward coaxially with the axis (i.e., in a direction away from the test wheel W) is provided. Each pivot 441a is rotatably supported by a pair of bearings 442 attached to the lifting frame 421. The φ-rotation frame 441 is supported so as to be rotatable about the pivot 441a as a support shaft, E φ about the E axis. It should be noted that the bearing 442 may be attached to the φ-rotation frame 441 and the pivot 441a may be attached to the lifting frame 421. Also, the shapes of the φ-rotation frame 441 and the lifting frame 421 are not limited to the shapes of the present embodiment, and any shape having a cavity capable of accommodating the spindle portion 50 or the like may be used.

[0117] The curve guide 443 is E φ composed of an arc-shaped curve rail 443a arranged concentrically with the axis and one or more (two in the illustrated embodiment) running portions 443b capable of running on the curve rail 443a. One of the curve rail 443a and the running portion 443b is attached to the lifting frame 421, and the other is attached to the φ-rotation frame 441.

[0118] The φ-drive unit 45 includes a pair of spur gears 453 respectively attached to the front and rear of the φ-rotation frame 441, a pair of pinions 452 respectively meshing with each spur gear 453, and a pair of motors 451 driving each pinion 452. It should be noted that the spur gear 453 may be attached to the lifting frame 421 and the motor 451 may be attached to the φ-rotation frame 441. The spur gear 453 is E φ formed in an arc shape centered on the axis (i.e., E φ coaxial with the axis) segment gear. In the illustrated embodiment, the spur gear 453 is an internal gear, but it may be an external gear.

[0119] The motor 451 is attached to the lifting frame 421, and the pinion 452 is coupled to the shaft 451s of the motor 451. In the present embodiment, the motor 451 is a servo motor, but another type of motor capable of controlling the operating amount may be used as the motor 451.

[0120] When the motor 451 rotates the pinion 452, the φ rotating frame 441, together with the spur gear 453 that meshes with the pinion 452, moves relative to the lifting frame 421, E φ It rotates around the axis. Accordingly, the test wheel W supported by the φ rotating frame 441 via the slip angle adjustment part 46 and the spindle part 50 is E φ It rotates around the axis, and the camber angle changes.

[0121] The slip angle adjustment section 46 is located at the E of the spindle 52. θ This mechanism adjusts the slip angle, which is the inclination of the test wheel W (more specifically, the wheel center plane perpendicular to the axle) with respect to the travel direction (X-axis direction) of the carriage 20, by changing the orientation around the axle (an axle extending vertically through the center C of the test wheel W). As shown in Figure 19, the slip angle adjustment unit 46 is E θ The system includes a θ-rotating frame 461 (third movable frame) that can rotate around an axis, a bearing 462 that rotatably supports the θ-rotating frame 461, and a θ-drive unit 47 that rotates the θ-rotating frame 461.

[0122] The θ-rotating frame 461 is housed in the cavity of the φ-rotating frame 441, which is gate-shaped (∩-shaped) when viewed in the Y-axis direction. On the upper surface of the θ-rotating frame 461, E θ A pivot 461a is provided that protrudes coaxially with the axis. The pivot 461a is rotatably supported by a bearing 462 attached to the top plate of the φ rotating frame 441. The θ rotating frame 461 uses the pivot 461a as a support axis, E θ It is supported so as to be able to rotate around an axis.

[0123] The θ drive unit 47 comprises a spur gear 473 mounted on the θ rotating frame 461, one or more (a pair in the illustrated embodiment) pinions 452 that mesh with the spur gear 473, and one or more (a pair in the illustrated embodiment) motors 471 that rotate each pinion 452. The spur gear 473 is coaxially coupled to the pivot 461a. The motors 471 are mounted on the φ rotating frame 441, and the pinions 452 are mounted on the shafts of the motors 471.

[0124] Figure 24 shows the schematic structure of the spindle section 50 (wheel support section). The spindle section 50 is attached to the lower end of the θ-rotating frame 461. The spindle section 50 includes a frame 51 fixed to the θ-rotating frame 461, a plurality of bearings 53 (a pair in the illustrated embodiment) attached to the frame 51, a spindle 52 rotatably supported by the bearings 53, a 6-component force sensor 54 for detecting the force applied to the test wheel W, and an axle 55 coaxially attached to the tip of the spindle 52 via the 6-component force sensor 54. The 6-component force sensor 54 includes a plurality of piezoelectric elements (not shown). The test wheel W (Figure 1) is attached to the axle 55.

[0125] The end of the spindle 52 is connected to the transmission shaft 266 of the transmission shaft section 26. The transmission shaft 266 is rotatably supported by a bearing 267 attached to the frame 51 of the spindle section 50.

[0126] The alignment section 40 is designed so that the position of the test wheel W does not move even when the camber angle (φ angle) or slip angle (θ angle) is changed. θ Axis, E φ Axis and E λ The three axes of the axle are configured to intersect at a single point C, the center of the test wheel W.

[0127] Figure 25 is a block diagram showing the schematic configuration of the control system 1a of the first test apparatus 1. The control system 1a includes a control unit 72 that controls the operation of the entire apparatus, a measurement unit 74 that performs various measurements, and an interface unit 76 that performs input and output to the outside.

[0128] The control unit 72 is connected to the motors 141 of each drive unit 14, the motor 32 of the torque generator 30, the motor 431 of the wheel load adjustment unit 42, the motor 451 of the camber adjustment unit, the motor 471 of the slip angle adjustment unit 46, and the motor 1655m of the moving unit 1655, respectively, via drivers 141a, 32a, 431a, 451a, 471a, and 1655a. The control unit 72 is also connected to the temperature control device 64c.

[0129] The control unit 72 and each of the drivers 141a, 32a, 431a, 451a, and 471a are communicated via optical fiber, enabling high-speed feedback control between the control unit 72 and each driver. This allows for more precise (high resolution and high accuracy in the time axis) synchronous control.

[0130] The measurement unit 74 is connected to the 6-component force sensor 54 of the spindle unit 50, the 3-component force sensor 1651 of the load detection unit 165, and the proximity sensor 1656c of the sensor position detection unit 1656, via amplifiers 54a, 1651a, and 1656ca, respectively. The signals from the 6-component force sensor 54, the 3-component force sensor 1651, and the proximity sensor 1656c are amplified by amplifiers 54a, 1651a, and 1656ca, respectively, and then converted into digital signals in the measurement unit 74, thereby generating measurement data. The measurement data is input to the control unit 72. Note that in Figure 25, only one of each of the 3-component force sensor 1651, amplifier 1651a, proximity sensor 1656c, and amplifier 1656ca is shown.

[0131] The phase information detected by the rotary encoder RE built into each motor 141, 32, 431, 451, 471, and 1655m is input to the control unit 72 via each driver 141a, 32a, 451a, 471a, and 1655a, respectively.

[0132] The interface unit 76 includes, for example, one or more user interfaces for input and output with the user, network interfaces for connecting to various networks such as LAN (Local Area Network), and various communication interfaces such as USB (Universal Serial Bus) and GPIB (General Purpose Interface Bus) for connecting to external devices. The user interface also includes, for example, one or more various input / output devices such as various operation switches, indicators, LCD (liquid crystal display) and other display devices, various pointing devices such as mice and touchpads, touchscreens, video cameras, printers, scanners, buzzers, speakers, microphones, and memory card reader / writers.

[0133] The control unit 72 is connected to the server 77 and the analysis device 78 (e.g., a workstation, PC, cloud computing service, etc.) via, for example, the interface unit 76 and a LAN. The server 77 stores data on test conditions and test results. The analysis device 78 (test data processing device) performs advanced analysis based on the test results of the first test device 1 and the second test device 2.

[0134] The control unit 72 can move the carriage 20 at a predetermined speed by synchronously controlling the drive of the motors 141 of each drive unit 14 based on the speed setting data input via the interface unit 76. In this embodiment, all four drive units 14 are driven in the same phase (more precisely, the left drive units 14LA and 14LB and the right drive units 14RA and 14RB are driven in opposite phase [reverse rotation]).

[0135] Furthermore, the control unit 72 can apply a predetermined longitudinal force to the test wheel W by controlling the drive of the motor 32 of the torque generator 30 based on the setting data of the longitudinal force (braking force or driving force) to be applied to the test wheel W, which is acquired via the interface unit 76. Alternatively, the control unit 72 can apply a predetermined torque to the test wheel W by controlling the torque generator 30 based on torque setting data (or acceleration setting data) instead of longitudinal force setting data.

[0136] The control unit 72 can synchronously control the drive unit 14, which moves the carriage 20 at a predetermined travel speed (and simultaneously rotates the test wheel W at approximately the same peripheral speed as the travel speed), and the torque generating device 30, which applies longitudinal force (or torque) to the test wheel W, based on a synchronization signal.

[0137] The torque waveform generated by the torque generator 30 can be a basic waveform such as a sine wave, a half-sine wave, a sawtooth wave, a triangular wave, or a trapezoidal wave. In addition, it can be a longitudinal force (or torque) waveform measured in road tests, a longitudinal force (or torque) waveform obtained by simulation calculations, or any other arbitrary composite waveform (for example, a waveform generated by a function generator).

[0138] Similarly, for controlling the travel speed of the carriage 20 (or the rotational speed of the test wheel W), in addition to the basic waveform, the waveform of the wheel rotational speed measured in road tests, the waveform of the speed change obtained by simulation calculations, or any other arbitrary composite waveform (for example, a waveform generated by a function generator, etc.) can be used.

[0139] The first test apparatus 1 is equipped with a function for measuring the μ-S characteristics between the test rail 63 and the test wheel W. The μ-S characteristics are measured, for example, by continuously changing the torque (or tangential force) applied to the test wheel W while the carriage 20 is running at a predetermined speed, and continuously measuring the changes in the slip ratio S and friction coefficient μ during the run.

[0140] The slip ratio S is calculated by the following formula. S=(V C -V T ) / V T however, V C : Peripheral speed of the test wheel (m / s) V T Carriage travel speed (m / s)

[0141] Peripheral speed V of test wheel W C It is calculated by the following formula: V C =R W ×Ω 52 =R W ×(Ω 31 +Ω 321 ×r 33 ) however, Ω 52 Angular velocity of spindle 52 (rad / s) Ω 31 Angular velocity of the rotating frame 31 (rad / s) Ω 321 Angular velocity (rad / s) of shaft 321 of motor 32 r 33 Reduction ratio of gearbox 33 R W Radius of test wheel W (m)

[0142] The angular velocity Ω of the rotating frame 31 of the torque generating device 30 31 The angular velocity Ω of the shaft 321 of the torque generator 30 motor 32 is detected by the rotary encoder 38 of the torque generator 30. 321 This is detected by the rotary encoder RE of motor 32.

[0143] Furthermore, the angular velocity Ω of the spindle 52 is transmitted to the third transmission section TS3 (for example, the spindle section 50). 52 A rotary encoder is provided to detect the angular velocity Ω. 52 From the peripheral speed V of the test wheel W C You may also calculate this.

[0144] Carriage 20 travel speed VT (m / s) is calculated using the following formula. V T =(PD 152 ( / 2) × Ω 141b however, Ω 141b Angular velocity (rad / s) of shaft 141b of motor 141 PD 152 : Pitch circle diameter (m) of drive pulley 152

[0145] Furthermore, the angular velocity Ω of the shaft 141b of the motor 141 of the drive unit 14 141b This is detected by the rotary encoder RE of motor 141.

[0146] Also, the travel speed of carriage 20 is V T A speed sensor (for example, a Doppler type or spatial filter type speed sensor) is provided to detect the travel speed V. T It may also be detected directly.

[0147] The coefficient of friction μ is calculated by the following formula. μ=f T / f W however, f T : Tangential force (N) f W : Wheel load (N)

[0148] Furthermore, the tangential force f is the force applied to the test wheel W in the direction of travel (X-axis direction). T (Also called traction force, longitudinal force, or vertical creep force.) and wheel load f, which is a force in the vertical direction (Z-axis direction). W This is detected by the 6-component force sensor 54 of the spindle section 50.

[0149] Next, we will describe the rail-wheel type second test device 2.

[0150] Figures 26 and 27 are perspective views of the second test apparatus 2 according to the first embodiment of the present invention. Figure 26 is a view from the front, and Figure 27 is a view from the rear. Figure 28 is a plan view of the second test apparatus 2.

[0151] In Figure 26, as shown by the coordinate axes, the direction from the lower right to the upper left is defined as the X-axis direction, the direction from the upper right to the lower left is defined as the Y-axis direction, and the direction from the bottom to the top is defined as the Z-axis direction. The X-axis and Y-axis directions are mutually orthogonal horizontal directions, and the Z-axis direction is vertical. Any straight lines extending in the X-axis, Y-axis, and Z-axis directions are called the X-axis, Y-axis, and Z-axis, respectively. Furthermore, the positive X-axis direction is called the left, the negative X-axis direction is called the right, the positive Y-axis direction is called the front, the negative Y-axis direction is called the back, the positive Z-axis direction is called the up, and the negative Z-axis direction is called the down.

[0152] The second test device 2 is a device that can simulate the interaction between rails and wheels that occurs when a railway vehicle is running, and evaluate, for example, the adhesion characteristics between rails and wheels. In this embodiment, a rail wheel R having a cross-sectional shape that mimics the rail head is used, and by pressing a test wheel (hereinafter referred to as "test wheel W") against the rail wheel R and rotating both, the interaction between rails and wheels when a railway vehicle is running is simulated.

[0153] The second test apparatus 2 is equipped with a drive system DS that drives the rail wheel R and the test wheel W. Figure 29 is a block diagram showing the schematic configuration of the drive system DS. The drive system DS includes an activation unit AS that generates mechanical power (hereinafter simply referred to as "power") and a transmission unit TS that transmits the power generated by the activation unit AS to the rail wheel R and the test wheel W, which are the targets of the drive, and together with the rail wheel R and the test wheel W, it constitutes a power circulation system as described later.

[0154] The activation unit AS includes a rotary drive device 2010 (speed control drive device) capable of controlling the rotational speed of the driven object, and a torque generator 2020 (torque control drive device) capable of controlling the torque supplied to the driven object. The drive system DS of this embodiment divides the drive control into speed control and torque control, and employs a configuration in which dedicated drive devices handle speed control and torque control, respectively, enabling high-speed and high-torque driving even when using a relatively small-capacity prime mover. Furthermore, the drive system DS achieves higher energy utilization efficiency than conventional devices by employing a power circulation system.

[0155] The transmission unit TS includes a first transmission unit 2030 and a second transmission unit 2040. The torque generator 2020 also constitutes part of the transmission unit TS. The first transmission unit 2030 transmits the rotation output from the rotary drive unit 2010 to the rail wheel R and the torque generator 2020. The torque generator 2020 outputs power by adding power generated by the torque generator 2020 itself to the power transmitted from the rotary drive unit 2010. The second transmission unit 2040 transmits the output of the torque generator 2020 to the test wheel W.

[0156] The rail wheel R and the test wheel W are mounted on the second test apparatus 2 so that their rotation axes are parallel to each other and they are aligned radially. When the test is performed, the test wheel W is pressed against the rail wheel R, and with the outer surface (tread) of the test wheel W in contact with the outer surface (top surface) of the rail wheel R, the test wheel W and the rail wheel R are rotated in opposite directions at approximately the same peripheral speed (i.e., the linear velocity of the outer surface). At this time, the transmission unit TS forms a power circulation system (i.e., a loop of the power transmission shaft) via the test wheel W and the rail wheel R. The torque generator 2020 applies torque to the power circulation system by creating a phase difference between the input shaft (first transmission unit 2030) and the output shaft (second transmission unit 2040). By employing a power circulation system, the second test apparatus 2 can apply torque (or tangential force) to the test wheel W with almost no absorption of the generated power, and therefore can operate with relatively low energy consumption.

[0157] In this embodiment, the first transmission unit 2030 is configured such that, when the torque generator 2020 (specifically, the second motor 2022 described later) is stopped, the rail wheel R and the test wheel W are rotated in opposite directions at the same peripheral speed. However, in this case, the amount of operation of the torque generator 2020 increases to compensate for the peripheral speed difference, thus increasing energy consumption. Furthermore, although the first transmission unit 2030 in this embodiment is configured so that the rail wheel R and the torque generator 2020 are rotated at the same rotational speed, the rail wheel R and the torque generator 2020 may be rotated at different rotational speeds, as long as the rail wheel R and the test wheel W are rotated at approximately the same peripheral speed.

[0158] As shown in Figures 26-28, the rotary drive unit 2010 includes a tension adjustment stand 2011 and a first electric motor 2012 (speed control motor) mounted on the tension adjustment stand 2011. The first electric motor 2012 in this embodiment is a so-called inverter motor driven by an inverter, but another type of motor capable of controlling the rotational speed, such as a servo motor or a stepping motor, may be used as the first electric motor 2012. The rotary drive unit 2010 may also include a reduction gear to reduce the rotation output from the first electric motor 2012. The tension adjustment stand 2011 will be described later.

[0159] The first transmission unit 2030 comprises a first belt mechanism unit 2031, a rail wheel support unit 2032, a shaft 2033, and a gearbox 2034 (gear device).

[0160] As shown in Figure 26, the first belt mechanism 2031 includes a drive pulley 2311 driven by a rotary drive unit 2010, a driven pulley 2312 attached to the input shaft of the rail wheel support unit 2032 (one of the shafts 2321, which will be described later), and a belt 2313 wrapped around the drive pulley 2311 and the driven pulley 2312.

[0161] The rotation output from the rotary drive unit 2010 is transmitted to the rail wheel support unit 2032 by the first belt mechanism unit 2031 of the first transmission unit 2030.

[0162] The belt 2313 in this embodiment is a V-ribbed belt having multiple V-shaped ribs arranged in the width direction, but other types of belts such as V-belts with a trapezoidal cross-sectional shape, toothed belts, flat belts, and round belts may also be used.

[0163] The first belt mechanism 2031 of this embodiment includes a single belt transmission unit consisting of a drive pulley 2311, a driven pulley 2312, and a belt 2313, but it may also be configured to include two or more belt transmission units connected in parallel or in series.

[0164] Furthermore, the transmission from the rotary drive unit 2010 to the rail wheel support unit 2032 may be limited to belt transmission, or other types of winding transmission such as chain transmission or wire transmission, or other transmission methods such as gear transmission may be used. Alternatively, the rotary drive unit 2010 and the rail wheel support unit 2032 may be arranged coaxially (i.e., so that their axes of rotation coincide), and the output shaft of the rotary drive unit 2010 may be directly connected to the input shaft of the rail wheel support unit 2032.

[0165] Here, the tension adjustment stand 2011 of the rotary drive unit 2010 will be described. As shown in Figure 27, the tension adjustment stand 2011 comprises a fixed frame 2111 fixed to the base B and a movable frame 2112 to which the rotary drive unit 2010 is mounted. At its right end, the movable frame 2112 is pivotably connected to the fixed frame 2111 via a rod 2114R extending in the Y-axis direction, allowing its tilt around the Y-axis to be adjusted. By changing the tilt of the movable frame 2112, the distance between the drive pulley 2311 (Figure 26) and the driven pulley 2312 is changed, thereby making it possible to adjust the tension of the belt 2313 wrapped around the drive pulley 2311 and the driven pulley 2312.

[0166] As shown in Figures 27 and 28, the rail wheel support section 2032 is equipped with one pair each of bearings 2322 and shafts 2321. The pair of bearings 2322 are arranged coaxially, with their rotation axis facing the Y-axis direction, and positioned front to back (i.e., in the Y-axis direction).

[0167] One shaft 2321 is rotatably supported by a front bearing 2322, and the other shaft 2321 is rotatably supported by a rear bearing 2322. Each shaft 2321 is a flanged shaft, with a flange provided at one end for attaching the rail wheel R, and is detachably coaxially attached to each side of the rail wheel R by bolts.

[0168] The other end of the front shaft 2321 is fitted with the driven pulley 2312 of the first belt mechanism 2031. The other end of the rear shaft 2321 is connected to one end of shaft 2033. The other end of shaft 2033 is connected to the input shaft 2342a of the gearbox 2034.

[0169] The power transmitted to the rail wheel support section 2032 by the first belt mechanism section 2031 is partially supplied to the rail wheel R, and the remainder is supplied to the shaft 2033 (and further to the test wheel W via the torque generator 2020 and the second transmission section 2040). In other words, the rail wheel support section 2032 (specifically, the shaft 2321) functions as a power distribution means that distributes the power generated by the first motor 2012 and transmitted by the first belt mechanism section 2031 to the rail wheel R and the shaft 2033 (ultimately to the test wheel W).

[0170] Furthermore, the coupling structure between the shaft 2321 and the rail wheel R is not limited to a flange coupling; other coupling structures may be used, such as a structure in which the shaft 2321 is fitted into a through hole provided in the center of the rail wheel R.

[0171] Furthermore, the rail wheel support section 2032 is equipped with a rotary encoder 2323 (rotation speed detection means) for detecting the rotation speed of the rail wheel R.

[0172] Figure 30 is a schematic cross-sectional view of the gearbox 2034 and its surroundings, cut in the horizontal plane. The gearbox 2034 comprises a case 2341, a pair of first bearings 2343 and a pair of second bearings 2345 mounted on the case 2341, a first gear 2342 (input gear) rotatably supported by a pair of first bearings 2343, and a second gear 2344 (output gear) rotatably supported by a pair of second bearings 2345.

[0173] The first gear 2342 and the second gear 2344 are arranged in the X-axis direction with their rotation axes facing the Y-axis direction, so that their teeth mesh with each other, and are housed in the case 2341. One end of the first gear 2342 is the input shaft 2342a of the gearbox 2034 and is connected to the other end of the shaft 2033. One end of the second gear 2344 is the output shaft 2344a of the gearbox 2034 and is connected to one end of the casing 2021 of the torque generator 2020, which will be described later.

[0174] The second gear 2344 has a cylindrical through-hole 2344b with the axis of rotation as its centerline. The output shaft 2024 of the torque generator 2020, which will be described later, is inserted into the through-hole 2344b from one end of the second gear 2344 (the left end in Figure 30, i.e., the tip of the output shaft 2344a), passes through the second gear 2344, and its tip protrudes from the other end of the second gear 2344.

[0175] In this embodiment, the first gear 2342 and the second gear 2344 have the same number of teeth, and the gear ratio of the gearbox 2034 is 1. However, if the test wheel W and the rail wheel R are configured to rotate in opposite directions at approximately the same peripheral speed, the gear ratio of the gearbox 2034 may be set to a value other than 1.

[0176] The transmission from shaft 2033 to torque generator 2020 is not limited to gear transmission; other transmission methods such as belt transmission or chain transmission may also be used.

[0177] Figure 31 is a schematic cross-sectional view of the torque generator 2020, gearbox 2034, and their surroundings, cut in a plane perpendicular to the X-axis direction.

[0178] The torque generator 2020 comprises a main body 2020A (rotating part) which is rotationally driven by a rotary drive unit 2010, and a pair of bearing units 2025 and 2026 which rotatably support the main body 2020A.

[0179] The main body 2020A comprises a roughly cylindrical casing 2021 (rotating frame) supported by bearing units 2025 and 2026, a second motor 2022 and a reduction gear 2023 mounted on the casing 2021, and an output shaft 2024. The output shaft 2024 is arranged coaxially with the casing 2021. The shaft 2221 and rotor 2222 (rotor) of the second motor 2022, described later, may also be arranged coaxially with the casing 2021. By arranging the second motor 2022 coaxially with the casing 2021, the imbalance of the main body 2020A is reduced, making it possible to rotate the main body 2020A smoothly (i.e., with less unnecessary fluctuation in rotational speed and torque). In this embodiment, the second motor 2022 is an AC servo motor, but other types of motors capable of controlling the drive amount (rotation angle), such as DC servo motors or stepping motors, may be used as the second motor 2022.

[0180] The reduction ratio of the gearbox 2023 is set within the range of 1 / 45 to 1 / 120 (more preferably within the range of 1 / 55 to 1 / 100). This ensures a sufficiently large tangential force f T By applying this, it becomes possible to measure the slip ratio with an accuracy of 0.01%.

[0181] The casing 2021 has a substantially cylindrical first cylindrical portion 2212 and a second cylindrical portion 2214 (motor housing portion), a connecting portion 2213 that connects the first cylindrical portion 2212 and the second cylindrical portion 2214, a first shaft portion 2211 connected to the first cylindrical portion 2212, and a second shaft portion 2215 connected to the second cylindrical portion 2214. The first shaft portion 2211, the first cylindrical portion 2212, the connecting portion 2213, the second cylindrical portion 2214, and the second shaft portion 2215 are all cylindrical members having a hollow portion that penetrates axially, and are connected coaxially in this order to form the cylindrical casing 2021. The casing 2021 is supported by a bearing unit 2025 at the first shaft portion 2211 and by a bearing unit 2026 at the second shaft portion 2215. The tip of the first shaft portion 2211 is the input shaft of the torque generator 2020 and is connected to the output shaft 2344a of the gearbox 2034.

[0182] Figure 32 is a longitudinal cross-sectional view showing the schematic configuration of the second motor 2022. The second motor 2022 includes a shaft 2221, a rotor 2222 made of permanent magnets and the like and integrally coupled to the shaft 2221, a cylindrical stator 2223 (stator) with a coil 2223a on its inner circumference, a pair of flanges 2224 and 2226 attached to both ends of the stator 2223 to close the openings, a pair of bearings 2225 and 2227 attached to each flange 2224 and 2226, and a rotary encoder RE for detecting the angular position (phase) of the shaft 2221.

[0183] The shaft 2221 is rotatably supported by a pair of bearings 2225 and 2227. One end of the shaft 2221 (the right end in Figure 32) protrudes outward through the flange 2224 and bearing 2225, and serves as the output shaft of the second motor 2022. The other end of the shaft 2221 (the left end in Figure 32) is connected to the rotary encoder RE.

[0184] As shown in Figure 31, the second motor 2022 is housed in the hollow section (compartment C1) of the second cylindrical section 2214 of the casing 2021. An inner flange portion 2213a protruding inward is formed at one end of the connecting portion 2213 of the casing 2021 (the left end in Figure 31). The stator 2223 of the second motor 2022 (Figure 32) is fixed to the second cylindrical section 2214 via a plurality of rod-shaped connecting members 2217 arranged radially around the rotation axis of the torque generator 2020. The connecting members 2217 can be, for example, stud bolts or fully threaded bolts with male threads formed at both ends. The flange 2224 of the second motor 2022 (Figure 32) is supported by the inner flange portion 2213a of the connecting portion 2213.

[0185] The gearbox 2023 is housed in compartment C2, which is enclosed by the connecting portion 2213 and the first cylindrical portion 2212 of the casing 2021. The input shaft 2231 of the gearbox 2023 is connected to the shaft 2221 of the second motor 2022, and the output shaft 2232 of the gearbox 2023 is connected to the output shaft 2024 of the torque generator 2020. Alternatively, the torque generator 2020 may be configured so that the gearbox 2023 is not provided, and the output shaft 2024 is directly connected to the shaft 2221 of the second motor 2022.

[0186] The case 2233 of the reduction gear 2023 is fixed to the other end of the connecting portion 2213. That is, the flange 2224 (Figure 32) of the second motor 2022 and the case 2233 of the reduction gear 2023 are integrally connected by a single cylindrical connecting portion 2213. As a result, the second motor 2022 and the reduction gear 2023 are integrally connected with high rigidity, making it difficult for bending moments to be applied to the shaft 2221. This reduces the friction that the shaft 2221 receives from the bearings 2225 and 2227, thereby improving the accuracy of torque control by the torque generator 2020.

[0187] The output shaft 2024 of the torque generator 2020 passes through the first shaft portion 2211 of the casing 2021 and the hollow portion of the gearbox 2034 (specifically, the second gear 2344), and protrudes to the rear of the gearbox 2034. Bearings 2211a and 2344c are provided on the inner circumference of the first shaft portion 2211 of the casing 2021 and the second gear 2344 of the gearbox 2034, respectively, to rotatably support the output shaft 2024.

[0188] Two drive pulleys 2411 of the second belt mechanism 2041, described later, are attached to the tip of the output shaft 2024, which protrudes rearward from the gearbox 2034. The tip of the output shaft 2024 is rotatably supported by the bearing unit 2414 of the second belt mechanism 2041.

[0189] A slip ring section 2027 is provided adjacent to the front of the bearing unit 2026. The slip ring section 2027 consists of a movable section 2027A that rotates together with the main body section 2020A of the torque generator 2020, and a fixed section 2027B that is fixed to the base B.

[0190] The movable part 2027A includes a ring support tube 2271 coaxially connected to the second shaft portion 2215 of the torque generator 2020, and a plurality of slip rings 2272 coaxially mounted at intervals around the outer circumference of the ring support tube 2271.

[0191] The cable 2228 of the second motor 2022 of the torque generator 2020 is passed through the second shaft portion 2215 of the casing 2021. In addition, the multiple wires constituting the cable 2228 are passed through the hollow portion of the ring support tube 2271 and connected to the corresponding slip rings 2272.

[0192] The fixed section 2027B includes a brush support section 2274, a plurality of brushes 2273 supported by the brush support section 2274, and a bearing section 2275 that rotatably supports the tip of the ring support tube 2271. The brushes 2273 are arranged at intervals in the Y-axis direction so as to contact the outer circumferential surface of the corresponding slip ring 2272. The brushes 2273 are wired and connected to a servo amplifier 2022a, etc., which will be described later.

[0193] A rotary encoder 228 is attached to the bearing section 2275 to detect the rotational speed of the ring support tube 2271 (i.e., the rotational speed of the casing 2021, which is the input shaft of the torque generator 2020).

[0194] As shown in Figure 28, the second transmission unit 2040 comprises a second belt mechanism unit 2041, a sliding constant velocity joint 2042, and a wheel support unit 2050.

[0195] The second belt mechanism 2041 comprises two sets of belt transmission units consisting of a drive pulley 2411, a driven pulley 2412, and a belt 2413, as well as a bearing unit 2414, a shaft 415, and a pair of bearing units 2416.

[0196] As described above, the two drive pulleys 2411 are each mounted on the tip portion of the output shaft 2024 of the torque generator 2020, which penetrates the gearbox 2034. The bearing unit 2414 also rotatably supports the tip portion of the output shaft 2024.

[0197] Alternatively, an additional bearing unit 2414 may be provided between the gearbox 2034 and the drive pulley 2411, so that the tip of the output shaft 2024 is supported by a pair of bearing units 2414. In this embodiment, the drive pulley 2411 is attached to the output shaft 2024 of the torque generator 2020, but an additional shaft supporting the drive pulley 2411 may be provided separately from the output shaft 2024, and this shaft, which is connected to the output shaft 2024, may be supported by the bearing unit 2414.

[0198] The two driven pulleys 2412 are mounted on a shaft 415 which is rotatably supported by a pair of bearing units 2416.

[0199] The belt 2413 is wrapped around the corresponding drive pulley 2411 and driven pulley 2412.

[0200] The belt 2413 in this embodiment is a toothed belt having a steel wire core. Alternatively, the belt 2413 may have a core made of so-called super fibers, such as carbon fiber, aramid fiber, or ultra-high molecular weight polyethylene fiber. Using a lightweight and high-strength core, such as a carbon core, allows for high acceleration using a relatively low-output motor (or provides high driving / braking force to the test wheel W), enabling miniaturization of the second test apparatus 2. Furthermore, using a lightweight belt 2413 with a core made of so-called super fibers when using a motor of the same output allows for improved performance of the second test apparatus 2. Alternatively, a general automotive or industrial timing belt may be used as the belt 2413. Alternatively, a flat belt or V-belt may be used instead of a toothed belt as the belt 2413. These belts, usable for belt 2413, can also be used for belt 2313 of the first belt mechanism 2031.

[0201] The second belt mechanism 2041 of this embodiment includes a pair of belt transmission units connected in parallel, but it may also be configured with a single or three or more belt transmission units connected in parallel.

[0202] Furthermore, the transmission from the torque generator 2020 to the sliding constant velocity joint 2042 may be limited to belt drive, or other types of winding drives such as chain drive or wire drive, or other transmission methods such as gear drive may be used. Alternatively, the torque generator 2020 and the sliding constant velocity joint 2042 may be arranged in a nearly straight line (or in a V-shape), and the output shaft 2024 of the torque generator 2020 may be directly connected to the input shaft of the sliding constant velocity joint 2042.

[0203] The wheel support section 2050 is connected to the torque generator 2020 via a sliding constant velocity joint 2042. Specifically, one end of the sliding constant velocity joint 2042 (i.e., the input shaft) is connected to the shaft 415 of the second belt mechanism section 2041, and the other end of the sliding constant velocity joint 2042 (the output shaft) is connected to the spindle 2527 of the wheel support section 2050, which will be described later.

[0204] The sliding constant velocity joint 2042 is configured to transmit rotation smoothly without rotational fluctuations, regardless of the operating angle (i.e., the angle between the input shaft and the output shaft). Furthermore, the sliding constant velocity joint 2042 also has a variable axial length (transmission distance).

[0205] As described later, the spindle 2527 is supported in a variable position. By connecting the spindle 2527 to the shaft 415 of the second belt mechanism 2041 (or to the output shaft 2024 of the torque generator 2020) via the sliding constant velocity joint 2042, even if the position of the spindle 2527 changes, the sliding constant velocity joint 2042 can flexibly follow this change, preventing large strains from being placed on the spindle 2527 or the shaft 415 (or the output shaft 2024 of the torque generator 2020), and enabling smooth transmission of rotation to the spindle 2527. Furthermore, by using the sliding constant velocity joint 2042, the rotational speed transmitted to the spindle 2527 is prevented from changing depending on the position of the spindle 2527 (i.e., the operating angle of the sliding constant velocity joint 2042).

[0206] As shown in Figure 26, the wheel support section 2050 comprises a fixed base 2051, a main body section 2052 installed on the fixed base 2051, and a wheel load application section 2053.

[0207] As shown in Figure 28, the main body 2052 includes a movable base 2522, a pair of linear guides 2521 that support the movable base 2522 so as to be movable in the X-axis direction relative to the fixed base 2051, a support frame 2523 installed on the movable base 2522, a bearing unit 2528 attached to the support frame 2523, a spindle 2527 rotatably supported by the bearing unit 2528, a torque sensor 2524 and a detection gear 2525 coaxially mounted on the spindle 2527, and a rotation detector 2526 that detects the rotation of the detection gear 2525. The linear guide 2521 is a guideway type circulating rolling bearing with a linear rail (guideway) and a carriage that can travel on the rail via rolling elements, but a linear guide mechanism of another type may be used as the linear guide 2521. The linear guide 2521 constitutes part of the wheel load application section 2053. Furthermore, the detection gear 2525 and the rotation detector 2526 constitute a rotation speed detection means for detecting the rotation speed of the spindle 2527.

[0208] The support frame 2523 has a support column 2523a fixed to the movable base 2522 and an arm 2523b fixed to the support column 2523a. In this embodiment, the support column 2523a is an L-shaped bracket, but a support column 2523a of a different form may be used. Alternatively, the support column 2523a and the arm 2523b may be formed integrally. The arm 2523b is a structure that is roughly L-shaped when viewed from above, having a base portion 2523b1 extending rearward from the upper part of the support column 2523a and a main body 2523b2 extending to the left from the rear end of the base portion 2523b1. A hollow portion is formed at the tip of the main body 2523b2, passing through in the Y-axis direction. A drive shaft (specifically, a combination of a sliding constant velocity joint 2042, a torque sensor 2524, a detection gear 2525, and a spindle 2527) passes through this hollow portion.

[0209] The bearing unit 2528 is attached to the arm 2523b. Specifically, the bearing unit 2528 is mounted on the front of the tip of the main body 2523b2 with its rotation axis oriented in the Y-axis direction. The bearing unit 2528 is equipped with a plurality of three-component force sensors 2529 (tangential force detection means, first lateral pressure detection means) for detecting the force received from the spindle 2527. The three-component force sensors 2529 are piezoelectric force sensors, but other types of force sensors may be used as the three-component force sensors 2529.

[0210] The spindle 2527 is connected to the output shaft of a sliding constant velocity joint 2042 via a sensing gear 2525 and a torque sensor 2524. The sensing gear 2525 and the torque sensor 2524 are housed in a hollow section formed at the tip of the main body 2523b2. The test wheel W is mounted on a mounting section provided at the tip of the spindle 2527. The torque sensor 2524 detects the torque applied to the spindle 2527 (i.e., applied to the test wheel W).

[0211] The rotation detector 2526 is positioned opposite the outer circumferential surface of the detection gear 2525 and is fixed to the trunk 2523b2 of the support frame 2523. The rotation detector 2526 is a non-contact type rotation detector, such as an optical, electromagnetic, or magnetoelectric type, and detects changes in the angular position of the detection gear 2525.

[0212] The wheel load application unit 2053 is a mechanism that applies a predetermined wheel load to the test wheel W by moving the main body 2052 of the wheel support unit 2050 in the X-axis direction and pressing the test wheel W attached to the spindle 2527 against the rail wheel R.

[0213] The wheel load application unit 2053 includes a motor 2531, a motion transducer 2532 that converts the rotational motion of the motor 2531 into linear motion in the X-axis direction, and a wheel load detector 2533 (Figure 35) that detects the wheel load applied to the test wheel W.

[0214] Motor 2531 is an AC servo motor, but other types of electric motors that allow control of the drive amount (rotation angle), such as DC servo motors or stepping motors, may also be used as motor 2531.

[0215] The motion transducer 2532 in this embodiment is a screw jack that combines a reduction gear such as a worm gear device with a lead screw mechanism such as a ball screw, but a motion transducer of a different type may be used. The linear motion section 2532a of the motion transducer 2532 is fixed to the support frame 2523 via a wheel load detector 2533.

[0216] When the motor 2531 drives the motion transducer 2532, the support frame 2523 and the spindle 2527 supported by the support frame 2523 move in the X-axis direction along with the linear motion unit 2532a. As a result, the test wheel W attached to the spindle 2527 moves forward and backward relative to the rail wheel R. When the motor 2531 further drives the motion transducer 2532 in the direction that the test wheel W is moving toward the rail wheel R (i.e., in the positive X-axis direction) while the test wheel W and the rail wheel R are in contact, the test wheel W is pressed against the rail wheel R, and a wheel load is applied to the test wheel W.

[0217] The wheel load detector 2533 is a force sensor that detects the force in the X-axis direction (i.e., wheel load) applied to the test wheel W via the support frame 2523 and spindle 2527 by the wheel load application unit 2053. In this embodiment, the wheel load detector 2533 is a strain gauge type load cell, but other types of force sensors, such as piezoelectric force sensors, may also be used as the wheel load detector 2533. The control unit 2072, which will be described later, controls the drive of the motor 2531 so that a predetermined wheel load is applied to the test wheel W based on the detection result of the wheel load detector 2533.

[0218] Figure 33 is a block diagram illustrating the schematic configuration of the control system CS of the second test apparatus 2. The control system CS comprises a control unit 2072 that controls the operation of the entire second test apparatus 2, a measurement unit 2074 that performs various measurements based on signals from various detectors installed in the second test apparatus 2, and an interface unit 2076 that performs input and output to the outside.

[0219] The control unit 2072 is connected to the second motor 2022 and the motor 2531 via servo amplifiers 2022a and 2531a, respectively, and to the first motor 2012 via driver 2012a (inverter circuit).

[0220] The measurement unit 2074 is connected to rotary encoders 228 and 2323, torque sensor 2524, three-component force sensor 2529, and wheel load detector 2533 via amplifiers 2028a, 2323a, 2524a, 2529a, and 533a, respectively. In Figure 33, only one representative set of the multiple sets of three-component force sensors 2529 and amplifiers 2529a is shown. The rotation detector 2526, which has a built-in amplification circuit and analog-to-digital conversion circuit, is directly connected to the measurement unit 2074.

[0221] The measurement unit 2074 measures the rotational speed of the rail wheel R based on the signal from the rotary encoder 2323, the rotational speed of the input shaft (casing 2021) of the torque generator 2020 based on the signal from the rotary encoder 228, and the rotational speed of the spindle 2527 (i.e., the rotational speed of the test wheel W) based on the signal from the rotation detector 2526. The measurement unit 2074 also measures the torque applied to the test wheel W based on the signal from the torque sensor 2524, measures the tangential force (forward / backward force, longitudinal creep force) and lateral pressure (thrust load) applied to the test wheel W based on the signals from multiple three-component force sensors 2529, and measures the wheel load based on the signal from the wheel load detector 2533. In other words, the measurement unit 2074 functions as a first rotation speed measuring means for measuring the rotation speed of the rail wheel R, a second rotation speed measuring means for measuring the rotation speed of the torque generator 2020, a third rotation speed measuring means for measuring the rotation speed of the test wheel W, a torque measuring means for measuring the torque applied to the test wheel W, a tangential force measuring means for measuring the tangential force applied to the test wheel W, a lateral pressure measuring means for measuring the lateral pressure applied to the test wheel W, and a wheel load measuring means for measuring the wheel load applied to the test wheel W. The measurement unit 2074 transmits these measured values ​​to the control unit 2072.

[0222] The second test apparatus 2 of this embodiment is a relatively versatile device and is therefore equipped with many measuring means (and corresponding detection means). However, the second test apparatus 2 does not need to be equipped with all of these measuring means and detection means; it is sufficient to be equipped with one or more sets of measuring means and detection means that are appropriately selected according to the matters to be investigated by the test.

[0223] The rotary encoder REs built into each servo motor (second motor 2022, motor 531) detects the shaft phase information, which is then input to the control unit 2072 via the respective servo amplifiers 2022a and 2531a.

[0224] The interface unit 2076 includes, for example, one or more user interfaces for input / output with the user, network interfaces for connecting to various networks such as LAN (Local Area Network), and various communication interfaces such as USB (Universal Serial Bus) and GPIB (General Purpose Interface Bus) for connecting to external devices. The user interface also includes, for example, one or more various input / output devices such as various operation switches, indicators, LCD (liquid crystal display) and other display devices, various pointing devices such as mice and touchpads, touchscreens, video cameras, printers, scanners, buzzers, speakers, microphones, and memory card reader / writers.

[0225] The control unit 2072 is connected to the server 77 and the analysis device 78 (e.g., a workstation, PC, cloud computing service, etc.) via, for example, the interface unit 2076 and a LAN. The server 77 stores data on test conditions and test results. The analysis device 78 performs advanced analysis based on the test results of the first test device 1 and the second test device 2.

[0226] Based on the setting data for the rotational speed (or linear velocity) of the rail wheel R input via the interface unit 2076 and the measurement result of the rotational speed of the rail wheel R by the measurement unit 2074, the control unit 2072 controls the drive of the first motor 2012 so that the rail wheel R rotates at the set rotational speed.

[0227] Based on the wheel load setting data input via the interface unit 2076 and the wheel load measurement results from the measurement unit 2074, the control unit 2072 controls the drive of the motor 531 of the wheel load application unit 2053 so that the set wheel load is applied to the test wheel W.

[0228] Based on the torque setting data for the test wheel W input via the interface unit 2076 and the torque measurement result from the measurement unit 2074, the control unit 2072 controls the drive of the second motor 2022 of the torque generator 2020 so that the set torque is applied to the test wheel W.

[0229] Next, an example of how to perform a test using the second test device 2 will be described. First, with the rail wheel R and the test wheel W attached to the second test device 2, the control unit 2072 drives the motor 531 of the wheel load application unit 2053 to bring the test wheel W closer to the rail wheel R, bring it into contact, and apply the set wheel load to the test wheel W. The set value of the wheel load can be set to a constant value or a variable value that changes over time.

[0230] Next, the control unit 2072 drives the first motor 2012 of the rotary drive unit 2010 so that the rail wheel R rotates at a set rotational speed. The set value for the rotational speed of the rail wheel R can be set to a constant value or a variable value that changes over time. Furthermore, the control unit 2072 controls the second motor 2022 so that the torque of the test wheel W becomes zero (no load) until the rotational speed of the rail wheel R reaches the set value.

[0231] When the rotational speed of the rail wheel R reaches a set value, the control unit 2072 controls the drive of the second motor 2022 of the torque generator 2020 so that the set torque is applied to the test wheel W. The set value for the torque of the test wheel W can be set to a constant value or a variable value that changes over time. Alternatively, the drive of the second motor 2022 may be controlled so that the set torque is applied to the test wheel W from the start of rotational drive of the rail wheel R.

[0232] In this state, the control unit 2072 rotates the track wheel R and the test wheel W while continuously measuring the rotational speed of the track wheel R, the torque of the test wheel W, the tangential force, the lateral pressure, and the wheel load over a predetermined time (test time). At this time, the control unit 2072 associates each measured value with the measurement time and stores it in the storage device 2072a of the control unit 2072 (or storage means accessible by the control unit 2072 such as a server connected to the control unit 2072 via, for example, a LAN).

[0233] When a predetermined time has elapsed, the control unit 2072 controls the drive of the second motor 2022 of the torque generator 2020 so that the torque of the test wheel W becomes zero. Next, the control unit 2072 controls the first motor 2012 of the rotary drive device 2010 to gradually decelerate the rotational speed of the track wheel R and stop the rotation, and then drives the motor 531 of the wheel load applying unit 2053 to separate the test wheel W from the track wheel R by a predetermined distance, thereby ending the test.

[0234] Note that the above test procedure is merely an example of a test procedure that can be performed using the second test device 2, and it is possible to perform the test using various other test procedures.

[0235] The second test device 2 has a function of measuring the μ-S characteristic between the track wheel R and the test wheel W. The μ-S characteristic is measured, for example, by continuously changing the torque (or tangential force) applied to the test wheel W while rotating the track wheel R at a predetermined peripheral speed and continuously measuring the changes in the slip ratio S and the friction coefficient μ during running.

[0236] The slip ratio S is calculated by the following formula. S=(V C -V T ) / V T However, V C : Peripheral speed of the test wheel (m / s) V T : Peripheral speed of the track wheel R (m / s)

[0237] The peripheral speed V of the test wheel W C is calculated by the following formula. V C =R W ×Ω 2527 =R W ×(Ω 2021 +Ω 2221 ×r 2023 ) however, Ω 2527 Angular velocity of spindle 2527 (rad / s) Ω 2021 Angular velocity of casing 2021 (rad / s) Ω 2221 Angular velocity (rad / s) of shaft 2221 of motor 2022 r 2023 Reduction ratio of gearbox 2023 R W Radius of test wheel W (m)

[0238] Furthermore, the angular velocity Ω of the casing 2021 of the torque generator 2020 2021 The angular velocity Ω of shaft 2221 of the second motor 2022 of the torque generator 2020 is detected by the rotary encoder 228. 2221 This is detected by the rotary encoder RE of the second motor 2022.

[0239] Furthermore, the first transmission unit 2024 (for example, spindle 2527) has an angular velocity Ω of spindle 2527. 2527 A rotary encoder is provided to detect the angular velocity Ω. 2527 From the peripheral speed V of the test wheel W C You may also calculate this.

[0240] The peripheral speed V of the rail wheel R T The (m / s) value is detected by the rotary encoder 2323.

[0241] The coefficient of friction μ is calculated by the following formula. μ=f T / f W however, f T : Tangential force (N) f W : Wheel load (N)

[0242] The wheel load f, which is the force in the vertical direction (X-axis direction) applied to the test wheel W W is detected by the six-component force sensor 54 of the spindle unit 50. Also, the tangential force f T (also referred to as the traction force, longitudinal force, or longitudinal creep force) is calculated from the torque of the test wheel W detected by the torque sensor 2524. The tangential force f T may be detected by the six-component force sensor 54 and used instead.

[0243] In the measurement using the second test device 2 that uses the rail wheel R, since the top surface of the rail head of the rail wheel R has a curvature in the running direction, the contact state between the rail wheel R and the test wheel W (for example, the contact area, load distribution, etc.) is different from the contact state between the test rail 63 and the test wheel W in the first test device 1. Therefore, the μ-S characteristics obtained by the test using the second test device 2 are different from the μ-S characteristics obtained by the test using the first test device 1. The measurement results of the first test device 1 that uses the test rail 63 which is an actual railway rail reproduce the behavior of an actual railway vehicle more accurately than the measurement results of the second test device 2 that uses the rail wheel R.

[0244] On the other hand, the second test device 2 can perform tests in a high-speed range (for example, 60 km / h or higher), but the first test device 1 has a limitation in the length of the test rail 63 because it is installed indoors and it is difficult to perform tests in a high-speed range.

[0245] Therefore, the wheel test system according to this embodiment (specifically, the analysis device 78) measures the μ-S characteristics using the first test device 1 and the second test device 2 in the low-speed range (e.g., 0 to 40 km / h) or the low-to-medium-speed range (e.g., 0 to 60 km / h), and determines a calculation formula (hereinafter referred to as the "correction formula") for converting the measurement result of the second test device 2 to the measurement result of the first test device 1 from a comparison of the measurement results of both devices. For the medium-to-high speed range (e.g., 40 km / h or higher) or high speed range (e.g., 60 km / h or higher), where measurement with the first test device 1 is difficult, the measurement result of the μ-S characteristics using the second test device 2 is converted to a μ-S characteristic equivalent to the measurement result of the first test device 1 using the correction formula. Then, the μ-S characteristics in the low-speed range (or low-to-medium-speed range) measured by the first test device 1 and the μ-S characteristics in the medium-to-high-speed range (or high-speed range) converted from the measurement results of the second test device 2 are combined to synthesize the μ-S characteristics from the low-speed range to the high-speed range. This makes it possible to measure μ-S characteristics that are close to those of actual railway vehicles from the low-speed range to the high-speed range.

[0246] The correction formula is determined, for example, by regression analysis of the difference curve (error curve) between the μ-S characteristics measured by the second test apparatus 2 and the μ-S characteristics measured by the first test apparatus 1. Specifically, the correction formula is obtained by performing a simple linear regression analysis (e.g., least squares method) with the friction coefficient measured by the first test apparatus 1 as μ1 and the friction coefficient measured by the second test apparatus 2 as μ2, with the slip ratio S as the explanatory variable and the friction coefficient error μ2-μ1 as the dependent variable. Various types of approximations (function forms) can be used, such as linear approximation, polynomial approximation, logarithmic approximation, and exponential approximation.

[0247] Alternatively, a regression calculation can be performed using the slip ratio S as the explanatory variable and the ratio of friction coefficients μ1 / μ2 as the dependent variable (correction coefficient) to obtain a correction equation.

[0248] In this embodiment, the torque generator 30 of the first test apparatus 1 and the torque generator 2020 of the second test apparatus 2 enable the control or measurement of the slip ratio S with high precision. In other words, the torque generator 30 and the torque generator 2020 play the role of slip ratio control devices.

[0249] Instead of (or in addition to) the speed reducer 2023 or the gearbox 2034 of the second test device 2, a transmission may be provided in the second test device 2. As a result, a wear / μ-S composite testing machine capable of performing both a wear test (endurance test) requiring a large circumferential speed and a μ-S test requiring a large torque with a single second test device 2 is realized.

[0250] (Second Embodiment) Next, a second embodiment of the present invention will be described. In the following description of the second embodiment, the matters different from the above-described first embodiment will be mainly focused on, and for the configurations common or corresponding to the first embodiment, the same or corresponding reference numerals will be given, and the overlapping description will be omitted.

[0251] The wheel test system according to the second embodiment of the present invention includes a wheel test device 2X instead of the wheel test device 2 of the first embodiment described above. Therefore, in the following description, the wheel test device 2X according to the second embodiment will be described.

[0252] FIG. 34 is a plan view showing a schematic configuration of a wheel test device 2X according to a second embodiment of the present invention. FIG. 35 is a front view showing a schematic configuration of the wheel test device 2X.

[0253] The wheel test device 2X includes a wheel support portion 2X50 in which a lateral pressure applying function, an attack angle applying function, and a cant angle applying function are added to the wheel support portion 2050 of the first embodiment.

[0254] As shown in FIG. 34, the wheel support portion 2X50 of the wheel test device 2X includes, in addition to the wheel load applying portion 2053, a lateral pressure applying portion 2X54, a cant angle applying portion 2X55, and an attack angle applying portion 2X56. As shown in FIG. 35, the wheel support portion 2X50 includes three movable bases (a first movable base 2X522A, a second movable base 2X522B, and a third movable base 2X522C).

[0255] The lateral pressure application unit 2X54 is a mechanism that applies lateral pressure (thrust load) to the test wheel W. The lateral pressure includes lateral creep force (the axial component of the adhesion force of the test wheel W) and flange reaction force (the effect caused by the contact between the flange of the test wheel W and the gauge corner of the rail wheel R), but the latter flange reaction force is applied by the lateral pressure application unit 2X54.

[0256] The lateral pressure application unit 2X54 includes a plurality (e.g., three) of linear guides 2X541 that support the first movable base 2X522A so as to be movable in the Y-axis direction relative to the fixed base 2051, a motor 2X542 (Figure 34) attached to the fixed base 2051, a motion transducer 2X543 that converts the rotational motion of the motor 2X542 into linear motion in the Y-axis direction, and a lateral pressure detector 2X544 (Figure 34) that detects the lateral pressure applied to the test wheel W. The linear guides 2X541 are guideway-type circulating rolling bearings with the same configuration as the linear guide 2521, but a different type of linear guide mechanism may be used as the linear guide 2X541.

[0257] In this embodiment, the lateral pressure detector 2X544 (second lateral pressure detection means) is used to detect lateral pressure when flange reaction force is applied, and the three-component force sensor 2529 (first lateral pressure detection means) is used to detect lateral pressure when flange reaction force is not applied. The wheel testing device 2X may be configured to detect lateral pressure using the three-component force sensor 2529 even when flange reaction force is applied, without providing the lateral pressure detector 2X544. Alternatively, the lateral pressure detector 2X544 may be used to detect lateral pressure even when flange reaction force is not applied. Furthermore, the lateral pressure detector 2X544 may be used to detect static lateral pressure (mainly flange reaction force) while the three-component force sensor 2529 is used to detect dynamic lateral pressure (mainly lateral creep force).

[0258] In this embodiment, the motor 2542 is an AC servo motor, but other types of electric motors capable of controlling the amount of drive (rotation angle), such as DC servo motors or stepping motors, may also be used as the motor 2542.

[0259] The motion transducer 2543 in this embodiment is a lead screw mechanism such as a ball screw, but a motion transducer of another type may be used. The screw shaft 2543a of the motion transducer 2543 is rotatably supported by a pair of bearings attached to the fixed base 2051, and one end is connected to the shaft of the motor 2542. The nut 2543b (linear motion part) of the motion transducer 2543 is fixed to the first movable base 2X522A via the lateral pressure detector 2X544. When the screw shaft 2543a is rotated by the motor 2542, the first movable base 2X522A moves in the Y-axis direction together with the nut 2543b. As a result, the test wheel W supported by the first movable base 2X522A also moves in the Y-axis direction, and the axial position of the test wheel W relative to the rail wheel R changes. When the test wheel W is displaced in the Y-axis direction and the flange of the test wheel W comes into contact with the rail wheel R, a flange reaction force is applied to the test wheel W. The magnitude of the flange reaction force varies depending on the position of the test wheel W in the Y-axis direction.

[0260] As shown in Figure 33, the motor 2542 is connected to the control unit 2072 via the servo amplifier 2542a. The lateral pressure detector 2X544 is connected to the measurement unit 2074 via the amplifier 2544a. The axis phase information detected by the rotary encoder RE built into the motor 2542 is input to the control unit 2072 via the servo amplifier 2542a.

[0261] The measurement unit 2074 measures the lateral pressure applied to the test wheel W based on the signal from the lateral pressure detector 2X544. The control unit 2072 controls the drive of the motor 2X542 so that the set lateral pressure is applied to the test wheel W, based on the lateral pressure setting data input via the interface unit 2076 and the measurement result of the lateral pressure by the measurement unit 2074.

[0262] The cant angle setting section 2X55 is a mechanism that has the function of setting a cant angle on the test wheel W. As shown in Figure 35, the cant angle setting section 2X555 comprises a vertically extending pivot shaft 2X551 attached to one of the first movable base 2X522A and the second movable base 2X522B, and a bearing 2X552 attached to the other of the first movable base 2X522A and the second movable base 2X522B that rotatably supports the pivot shaft 2X551. The second movable base 2X522B is rotatably supported by the pivot shaft 2X551 and the bearing 2X552, around the rotation axis A1 of the bearing 2X552, which is vertical.

[0263] The bearing 2X552 is positioned approximately directly below the contact point P (the right end of the rail wheel R in this embodiment) where the test wheel W contacts the rail wheel R, such that the rotation axis A1 passes through the contact point P. The rotation axis A1 is tangent to both the rail wheel R and the test wheel W at the contact point P. Therefore, when the second movable base 2X522B rotates around the rotation axis A1, the test wheel W pivots around the Z axis with the contact point P as the pivot point (in other words, it rotates around the common tangent between the test wheel W and the rail wheel R), and the inclination around the tangent to the rail wheel R (i.e., the cant angle) changes.

[0264] The cant angle providing section 2X55 includes a curved guide 2X553 that supports the second movable base 2X522B on its outer circumference away from the rotation axis A1, so that it can pivot around the rotation axis A1 relative to the first movable base 2X522A. The curved guide 2X553 is a guideway type circulating rolling bearing equipped with a curved rail (guideway) and a carriage that can travel on the rail via rolling elements, but a curved guide mechanism of a different type may be used as the curved guide 2X553.

[0265] Furthermore, the cant angle application unit 2X55 includes a motor 2X554 (Figure 34) and a motion transducer 2555 that converts the rotational motion of the motor 2X554 into linear motion in the Y-axis direction. In this embodiment, the motor 2X554 is an AC servo motor, but other types of electric motors capable of controlling the amount of drive (rotation angle), such as DC servo motors or stepping motors, may be used as the motor 2X554. Also, in this embodiment, the motion transducer 2555 is a lead screw mechanism such as a ball screw, but other types of motion transducers may be used.

[0266] The screw shaft 2555a of the motion transducer 2555 is rotatably supported by a pair of bearings, one end of which is connected to the shaft of the motor 2554. The motor 2X554 and the pair of bearings of the motion transducer 2555 are mounted on a rotary table that is rotatable about a vertical axis and is mounted on the first movable base 2X522A. The motor 2X554 is positioned so that its shaft intersects perpendicularly with the rotation axis of the rotary table.

[0267] As shown in Figure 35, the nut 2X555b (linear motion part) of the motion transducer 2X555 is rotatably connected to the second movable base 2X522B via a hinge 2X556, so as to be vertical. When the screw shaft 2X555a is rotated by the motor 2X554, the hinge 2X556 attached to the second movable base 2X522B moves along with the nut 2X555b in approximately the Y-axis direction. Consequently, the second movable base 2X522B rotates around the rotation axis A1, and the test wheel W supported by the second movable base 2X522B pivots around the contact position P, changing the cant angle.

[0268] As shown in Figure 33, motor 2X554 is connected to control unit 2072 via servo amplifier 2X554a. The axis phase information detected by the rotary encoder RE built into motor 2X542 is input to control unit 2072 via servo amplifier 2X542a.

[0269] The control unit 2072 calculates the current cant angle based on the signal from the rotary encoder RE built into the motor 2554. Based on the cant angle setting data and current value input via the interface unit 2076, the control unit 2072 controls the drive of the motor 2X554 so that the set cant angle is applied to the test wheel W.

[0270] The attack angle setting unit 2X56 is a mechanism that has the function of setting an attack angle on the test wheel W. The attack angle is the angle between the rail and the wheel, and more specifically, it is the angle around the vertical axis between the width direction of the rail (sleeper direction) and the axial direction of the wheel (i.e., the angle in the yawing direction). In the wheel testing device 2X, the attack angle is defined as the angle between the rotation axis of the rail wheel R and the rotation axis of the test wheel W around the X axis.

[0271] As shown in Figure 35, the support frame 2X523 of the wheel support section 2X50 in this embodiment comprises a box-shaped support column 2X523a fixed to the third movable base 2X522C, and an arm 2X523b connected to the support column 2X523a so as to be rotatable around a rotation axis A2 extending in the X-axis direction. The arm 2X523b is a substantially L-shaped member when viewed from above, similar to the arm 2523b of the first embodiment, and has a base portion 2X523b1 extending in the Y-axis direction connected to the upper part of the support column 2X523a, and a trunk portion 2X523b2 extending to the left from the rear end of the base portion 2X523b1.

[0272] A pivot shaft 2X561 protrudes from the right end of the base 2X523b1 in the X-axis direction. A bearing 2X562 is attached to the upper part of the support column 1523a, which rotatably supports the pivot shaft 2X561. The arm 1523b is rotatably supported by the bearing 2X562 via the pivot shaft 2X561, around a rotation axis A2 extending in the Y-axis direction. The bearing 2X562 is positioned so that the rotation axis A2 passes through the contact position P. That is, the rotation axis A2 is a straight line passing perpendicularly through the tread surface of the test wheel W. The pivot shaft 2X561 and the bearing 2562 constitute part of the attack angle setting section 2X56.

[0273] As shown in Figure 34, the attack angle setting unit 2X56 includes a motor 2X564 and a motion transducer 2X563 that converts the rotational motion of the motor 2X564 into linear motion in the Z-axis direction. In this embodiment, the motor 2X564 is an AC servo motor, but other types of electric motors capable of controlling the amount of drive (rotation angle), such as DC servo motors or stepping motors, may also be used as the motor 2X564. In addition, the motion transducer 2X563 in this embodiment is a lead screw mechanism such as a ball screw, but other types of motion transducers may also be used.

[0274] The screw shaft of the motion transducer 2X563 is rotatably supported by a pair of bearings, and one end is connected to the shaft of the motor 2X564 via a bevel gear. Alternatively, the screw shaft of the motion transducer 2563 may be directly connected to the shaft of the motor 2X564. The motor 2X564 and motion transducer 2X563 are mounted on a oscillating frame connected to the third movable base 2X522C via a hinge having a rotation axis extending in the X-axis direction, so as to be able to rotate (i.e., oscillate) within a certain angular range about the rotation axis of the hinge.

[0275] The nut (linear motion part) of the motion transducer 2X563 is pivotably connected to the arm 1523b of the support frame 1523 via a hinge having a rotation axis extending in the X-axis direction, so as to pivot around the rotation axis of the hinge. When the motor 2564 rotates the screw shaft of the motion transducer 2X563, the hinge attached to the arm 1523b along with the nut moves approximately in the Z-axis direction. Consequently, the test wheel W supported by the arm 1523b rotates along with the arm 1523b, moving around the rotation axis A2 (in other words, a straight line perpendicular to the tread surface of the test wheel) passing through the contact position P, thereby imparting an attack angle.

[0276] As shown in Figure 33, the motor 2X564 is connected to the control unit 2072 via the servo amplifier 2X564a. The axis phase information detected by the rotary encoder RE built into the motor 2X564 is input to the control unit 2072 via the servo amplifier 2X564a.

[0277] The control unit 2072 calculates the current value of the attack angle based on the signal from the rotary encoder RE built into the motor 2X564. Based on the attack angle setting data and current value input via the interface unit 2076, the control unit 2072 controls the drive of the motor 2X564 so that the set attack angle is applied to the test wheel W.

[0278] As shown in Figure 35, the linear motion section 2532a of the motion transducer 2532 of the wheel load application unit 2053 is fixed to the support column 3523a of the support frame 3523 via the wheel load detector 2533. Furthermore, the linear motion section 2532a of the motion transducer 2532 is positioned so that its centerline coincides with the axis of rotation A2. This prevents a large force moment from being applied to the support frame 1523 when the wheel load is applied.

[0279] The above describes the embodiments of the present invention. The embodiments of the present invention are not limited to those described above, and various modifications are possible. For example, configurations that appropriately combine the configurations of embodiments etc. explicitly shown herein and / or the configurations of embodiments etc. that are obvious to those skilled in the art from the description herein are also included as embodiments of the present invention.

[0280] Although the first test apparatus 1 is equipped with two belt mechanisms 15 in the above embodiment, it may also be configured to be equipped with one or three or more belt mechanisms 15.

[0281] In the above embodiment, the belt mechanism 15 is driven by the power generated by a pair of drive units 14, but it may also be configured to be driven by one or more drive units 14.

[0282] In the above embodiments, toothed belts and toothed pulleys are used in each of the belt mechanisms 15, 24, and 25. However, for one or more of the belt mechanisms, a flat belt, a V-belt, or a V-ribbed belt having multiple V-shaped ribs arranged in the width direction may be used instead of a toothed belt. Alternatively, a general-purpose belt with a core made of twisted glass fibers may be used. Furthermore, other types of winding transmission mechanisms such as chain transmission mechanisms or wire transmission mechanisms, or other types of power transmission mechanisms such as ball screw mechanisms, gear transmission mechanisms, or hydraulic mechanisms may be used instead of each belt mechanism.

[0283] In the above embodiment, the power to drive the carriage 20 and the power to drive the test wheel W (spindle 52) are supplied by a common drive unit 14 and transmitted by a common belt mechanism 15, but the present invention is not limited to this configuration. For example, the power to drive the carriage 20 and the power to drive the test wheel W may be generated by separate drive units and transmitted by separate power transmission means (e.g., separate belt mechanisms). In this case, in order to match the travel speed of the carriage 20 and the peripheral speed of the test wheel W, it is necessary to synchronously control the drives of the drive unit for driving the carriage and the drive unit for driving the test wheel.

[0284] In the above embodiment, a simple drive system and control system are realized by sharing a part of the mechanism that drives the carriage 20 (carriage drive means) and the mechanism that drives the test wheel W (test wheel drive means) (drive unit 14 and belt mechanism 15). The sharing of the carriage drive means and the test wheel drive means (particularly the sharing of the drive unit 14) is made possible by introducing a torque generator 30 and separating the power sources for speed control and torque control of the test wheel W, thereby reducing the load on the drive unit 14.

[0285] In the above embodiment, the right-side drive units 14RA and 14RB serve as both carriage drive means and rotational motion supply means, while the left-side drive units 14LA and 14LB function as carriage drive means. However, the present invention is not limited to this configuration. For example, the left-side drive units 14LA and 14LB may serve as both carriage drive means and rotational motion supply means, while the right-side drive units 14RA and 14RB function as carriage drive means. Alternatively, both the left-side drive units 14LA and 14LB and the right-side drive units 14RA and 14RB may serve as both carriage drive means and rotational motion supply means. This configuration can be achieved, for example, by connecting the two shafts 223B of the first driven parts 22 and 22L (in other words, by replacing the left and right first driven parts 22 and 22L with a single long shaft 223B connecting them).

[0286] In the above embodiment, the rod 124a is supported by a pair of single-row bearings 127a or the like in the guide mechanism 12 of the guide section 10. However, the present invention is not limited to this configuration, and the rod may be supported by, for example, one or more double-row or single-row bearings.

[0287] In the above embodiment, a heat-treated rail is used in the guide mechanism 12 of the guide section 10, but the present invention is not limited to this configuration, and for example, ordinary rails (JIS E 1101:2001) or light rails (JIS You may also use E 1103:1993). In addition, you may use rails of other shapes, such as double-headed rails, ox-headed rails, bridge-type rails, etc., not just flat-bottomed rails.

[0288] In the above embodiment, a motor 141 (AC servo motor) is used in the drive unit 14, but the present invention is not limited to this configuration. Instead of an AC servo motor, another type of motor capable of speed control or position control (for example, a DC servo motor, or a so-called inverter motor that combines an inverter circuit with an AC motor or a brushless motor) may be used.

[0289] In the above embodiment, motors 32, 451, and 461, which are AC servo motors, are used in the torque generating device 30, the wheel load adjustment unit 42, and the slip angle adjustment unit 46, respectively. However, the present invention is not limited to this configuration. Another type of motor capable of position control (for example, a DC servo motor or a stepping motor) may be used instead of the AC servo motors.

[0290] In the above embodiment, the wheel load application unit 2053 is provided on the wheel support unit 2050 (2X50), and the wheel load is adjusted by moving the test wheel W forward and backward relative to the rail wheel R. However, the present invention is not limited to this configuration. For example, the wheel load application unit may be provided on the rail wheel support unit, and the wheel load may be adjusted by moving the rail wheel R forward and backward relative to the test wheel W.

[0291] In the above embodiment, the rail wheel R is connected to the rotary drive unit 2010 without going through the torque generator 2020, and the test wheel W is connected to the rotary drive unit 2010 via the torque generator 2020. However, the present invention is not limited to this configuration. For example, the rail wheel R may be connected to the rotary drive unit 2010 via the torque generator 2020, and the test wheel W may be connected to the rotary drive unit 2010 without going through the torque generator 2020. Alternatively, two torque generators 2020 may be provided, with the rail wheel R connected to the rotary drive unit 2010 via one torque generator 2020, and the test wheel W connected to the rotary drive unit 2010 via the other torque generator 2020.

[0292] In the above embodiment, a configuration is adopted in which a plurality of three-component force sensors are provided on the wheel support portion 2050 (2X50), and the measurement unit 2074 measures the torque and wheel load applied to the test wheel W based on the detection results of the plurality of three-component force sensors. However, the present invention is not limited to this configuration. For example, a configuration in which torque and wheel load are measured based on the detection results of a plurality of two-component force sensors or one-component force sensors may also be used.

[0293] In the above embodiment, the rail wheel support section 2032 incorporates the function of a power distribution means, but the power distribution means may be configured to be separated from the rail wheel support section 2032. For example, the first transmission section 2030 and the rail wheel support section 2032 can be connected via additional power transmission means (e.g., a winding drive or a gear drive). In this case, the pulleys or gears of the additional power transmission means attached to the shaft of the first transmission section 2030 function as the power distribution means.

[0294] In the second embodiment described above, the fixed base 2051 and the spindle 2527 are connected via the lateral pressure application section 2X54, the cant angle application section 2X55, the wheel load application section 2X53, and the attack angle application section 2X56 in that order. However, the present invention is not limited to this configuration, and the lateral pressure application section 2054, the cant angle application section 2X55, the wheel load application section 2053, and the attack angle application section 2X56 may be connected in any order.

Claims

1. A carriage that rotatably supports a test wheel and is capable of traveling along a test rail on which the test wheel rolls, A drive system for driving the carriage and the test wheel, Equipped with, The aforementioned drive system A drive unit that generates power to drive the carriage and the test wheel, A first transmission unit that transmits the power generated by the drive unit to the carriage, A second transmission unit takes a portion of the power transmitted by the first transmission unit and outputs rotational motion at a rotational speed corresponding to the travel speed of the carriage, The system includes a slip rate control device that controls the slip rate between the test rail and the test wheel by changing the phase of the rotational motion output from the second transmission unit, Wheel testing device.

2. The drive unit comprises a first electric motor, The aforementioned slip ratio control device A rotating frame that is rotationally driven by the power transmitted by the second transmission unit, A second electric motor mounted on the aforementioned rotating frame is provided, The wheel testing apparatus according to claim 1.

3. The shaft of the second electric motor is arranged concentrically with the rotating frame, The wheel testing apparatus according to claim 2.

4. The slip rate control device comprises a reduction gear for reducing the output of the second motor, The reduction ratio of the aforementioned speed reducer is in the range of 1 / 45 to 1 / 120. The wheel testing apparatus according to claim 2.

5. The slip rate control device comprises a shaft connected to the output shaft of the reduction gear, The drive system includes a third transmission unit that transmits power output from the slip ratio control device to the test wheel, The third transmission unit has a third winding transmission mechanism, The third winding transmission mechanism is, A third drive pulley connected to the aforementioned shaft, A third winding mediation link is wrapped around the third drive pulley, The wheel testing apparatus according to claim 4.

6. The drive system comprises a third transmission unit that transmits power output from the slip ratio control device to the test wheel, The wheel testing apparatus according to claim 1.

7. The third transmission unit comprises a spindle unit that rotatably supports the test wheel, The spindle portion is The spindle on which the test wheel is coaxially mounted, A bearing that rotatably supports the spindle, The wheel testing apparatus according to claim 6.

8. The drive unit is fixed to the foundation on which the wheel testing device is installed, The second transmission unit and the slip ratio control device are provided on the carriage. The wheel testing apparatus according to claim 1.

9. The first transmission unit comprises a first winding transmission mechanism having a first winding mediating link, A portion of the first winding mediation link is fixed to the carriage. The wheel testing apparatus according to claim 1.

10. The first winding transmission mechanism comprises a first drive pulley coupled to the output shaft of the drive unit, The first winding mediation link is wound around the first drive pulley, The wheel testing apparatus according to claim 9.

11. The drive system comprises a pair of the drive units, The first winding transmission mechanism comprises a pair of first drive pulleys, each coupled to the output shafts of the pair of drive units, The first winding mediation link is wound around the pair of first drive pulleys, The wheel testing apparatus according to claim 10.

12. The first winding mediation link is a toothed belt. The wheel testing apparatus according to claim 10.

13. The carriage is equipped with a belt clamp for securing the toothed belt to the carriage. The wheel testing apparatus according to claim 12.

14. The second transmission unit is A first driven unit connected to the first winding transmission mechanism and which extracts a portion of the power from the first winding transmission mechanism, The device comprises a second winding transmission mechanism having a second winding mediation link that transmits the power extracted by the first driven unit to the slip rate control device, The wheel testing apparatus according to claim 9.

15. The first driven part is The first winding mediation link is wrapped around the first driven pulley, The second winding mediation link is wound around a second drive pulley, and the device comprises: The first driven pulley and the second drive pulley are connected, The wheel testing apparatus according to claim 14.

16. The first driven part is Equipped with pairs of gears that mesh with each other, The rotational motion of the first driven pulley is transmitted to the second drive pulley via the gear pair, with the direction of rotation reversed. The wheel testing apparatus according to claim 15.

17. The first driven part is The first shaft to which the first driven pulley is coupled, The device comprises a second shaft to which the second drive pulley is coupled, The aforementioned gear pair, A drive gear coupled to the first shaft, A driven gear, which is coupled to the second shaft and meshes with the drive gear, The wheel testing apparatus according to claim 16.

18. The second winding mediation link is a toothed belt. The wheel testing apparatus according to claim 15.

19. comprising a plurality of guide mechanisms for guiding the movement of the carriage in the extensional direction of the test rail, The aforementioned guide mechanism A rail extending in the aforementioned extension direction, The carriage is equipped with a running section that is capable of traveling on the rail, The aforementioned travel unit, A first roller that rolls on the upper surface of the head of the rail, The rail comprises a second roller that rolls along the side of the head, or a third roller that rolls along the underside of the head. The wheel testing apparatus according to claim 1.

20. A carriage that rotatably supports a test wheel and is capable of traveling along a test rail on which the test wheel rolls, A test wheel driving means for driving the test wheel, Equipped with, The aforementioned test wheel drive means A rotational motion supply means that supplies rotational motion at a rotational speed corresponding to the carriage's travel speed, The system includes a slip rate control device that controls the slip rate between the test rail and the test wheel by changing the phase of the rotational motion supplied from the rotational motion supply means, Wheel testing device.

21. A drive unit that generates power to drive the carriage and the test wheel, A carriage drive means for driving the carriage at a predetermined travel speed, The system includes a power distribution means for distributing the power generated by the drive unit to the test wheel drive means and the carriage drive means, The wheel testing apparatus according to claim 20.

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