Tire Testing Equipment

Abstract

To provide a test device capable of performing tabletop tests of a tire under various road surface conditions by causing a carriage holding a test tire to travel along a road surface without moving the road surface during the test.SOLUTION: A tire test device according to an embodiment of the present invention includes: a road surface; one or more carriages on each of which a test tire is mounted and that rotatably holds the test tire and can travel along the road surface with the test tire in contact with the road surface; and guide mechanisms that guide movement of the carriage in the traveling direction. The guide mechanism is provided with: a rail extending in the traveling direction of the carriage; and a runner that is fixed to the carriage and capable of traveling on the rail. The runner includes: rollers that can roll on the rail and bearings that rotatably support the roller, and each bearing is a roll bearing provided with rolling elements that roll on circular raceway surfaces.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a tire testing apparatus. [Background technology]

[0002] Because tire performance is affected by road surface conditions, it is necessary to evaluate tires on a variety of road surfaces. Tests to evaluate tire performance include road tests, in which a test tire is mounted on the wheel rim of a special test vehicle and driven on an actual road surface, and indoor tests (bench tests) using testing equipment installed indoors.

[0003] Patent Document 1 describes an example of a testing device used for bench testing of tires. The testing device described in Patent Document 1 includes a rotating drum with a simulated road surface on its outer circumferential surface, and the test is performed by rotating the test tire and the drum with the test tire in contact with the simulated road surface. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2015-72215 A Summary of the Invention [Problem to be solved by the invention]

[0005] Compared to road tests, bench tests offer higher test accuracy and are more efficient. However, conventional bench tests require vehicles to travel at high speeds on simulated road surfaces, making it difficult to conduct tests on roads covered with rain, snow, gravel, etc.

[0006] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a tire testing apparatus capable of performing bench tests on various road surface conditions. [Means for solving the problem]

[0007] According to one embodiment of the present invention, a test vehicle includes a road surface, a carriage that rotatably holds a test wheel on which a test tire is mounted and that can travel along the road surface with the test tire in contact with the road surface, and a guide mechanism that guides the movement of the carriage in the traveling direction, the guide mechanism having a rail extending in the traveling direction of the carriage and a rail attached to the carriage. attached and a runner that can run on the rail, and the runner is configured to roll on the rail. Multiple Roller and each Supports the roller so that it can rotate Multiple and a bearing, the bearing being a rolling bearing having rolling elements that roll on a circular track. The plurality of rollers includes a plurality of first rollers that can roll on the head upper surface of the rail, and the plurality of first rollers are arranged continuously over substantially the entire length of the carriage. SUMMARY OF THE INVENTION A tire testing apparatus is provided.

[0008] In the tire testing device, the plurality of rollers include at least one of a second roller that can roll on the underside of the head of the rail and a third roller that can roll on the side of the head of the rail. Contains This may also be configured as follows.

[0009] In the tire testing apparatus described above, the plurality of rollers may be divided into a plurality of sets, the plurality of sets of rollers may be arranged in the running direction of the carriage, and each set may include a first roller and at least one of a second roller and a third roller.

[0010] In the above tire testing apparatus, the runner may include a frame attached to the carriage and a plurality of rods supported by the frame, and the bearing may include an inner ring fitted with the rod, an outer ring fitted with the inner peripheral surface of the roller, and a plurality of rolling elements interposed between the outer peripheral surface of the inner ring and the inner peripheral surface of the outer ring.

[0011] The above tire testing apparatus may be configured to include a plurality of guide mechanisms including a first guide mechanism and a second guide mechanism, the rails of which are arranged parallel to each other, and at least one of the second roller and the third roller of each of the first guide mechanism and the second guide mechanism may be disposed between the rails of the first guide mechanism and the second guide mechanism.

[0012] The above tire testing apparatus may be configured to include a plurality of guide mechanisms including a first guide mechanism and a second guide mechanism, the rails of which are arranged parallel to each other, and the rails of the first guide mechanism and the second guide mechanism may be arranged between at least one of the second roller and the third roller of the first guide mechanism and at least one of the second roller and the third roller of the second guide mechanism.

[0013] In the tire testing device described above, the overall length of the runner may be substantially the same as the length of the lower surface of the main frame of the carriage in the running direction.

[0014] In the tire testing apparatus described above, the rail may be a rail for a railway. [Effects of the Invention]

[0015] According to one embodiment of the present invention, by configuring a carriage holding a test tire to run along the road surface without moving the road surface during testing, it becomes possible to perform bench testing of tires on a variety of road surface conditions. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a front view of a tire testing device according to an embodiment of the present invention. [Figure 2] 1 is a side view of a tire testing device according to an embodiment of the present invention. [Figure 3] 1 is a plan view of a tire testing device according to an embodiment of the present invention. [Figure 4] FIG. 2 is a diagram showing the structure of a carriage and its surroundings. [Figure 5] FIG. 2 is a diagram showing the structure of a carriage and its surroundings. [Figure 6] FIG. 2 is a diagram showing the structure of a carriage and its surroundings. [Figure 7] FIG. 10 is a diagram showing the arrangement of three guide mechanisms. [Figure 8] FIG. 4 is an enlarged side view of the runner and its surroundings of the guide mechanism. [Figure 9] 8 is a cross-sectional view of the guide mechanism (view taken along the arrow AA in FIG. 7). [Figure 10] 8 is a cross-sectional view (view taken along the arrow BB in FIG. 7) of another guide mechanism. [Figure 11] FIG. 2 is a plan view showing a schematic structure of a follower part. [Figure 12] FIG. 2 is a side cross-sectional view of a torque applying device. [Figure 13] FIG. 2 is a diagram showing the structure of a spindle and its surroundings. [Figure 14] FIG. [Figure 15] FIG. 10 is a cross-sectional view of a modified example of the road surface portion. [Figure 16] FIG. 2 is a plan view of the road surface portion near the load detection unit. [Figure 17] FIG. 2 is a side view of the vicinity of the load detection unit of the road surface portion. [Figure 18] FIG. [Figure 19] FIG. [Figure 20] FIG. [Figure 21] FIG. 10 is a plan view showing a state in which a movable part of the load detection unit is removed. [Figure 22] FIG. 19 is an enlarged view of an area E in FIG. [Figure 23] 4 is a flowchart showing a procedure for acquiring the load distribution applied to the tire tread. [Figure 24] 10 is a flowchart showing a procedure for calculating a load profile. [Figure 25] FIG. 2 is a plan view showing the positional relationship between the load detection module and the rotation axis of the test wheel. [Figure 26] 10 is a display example of a load profile. [Figure 27] FIG. 2 is a block diagram showing a schematic configuration of a control system. DETAILED DESCRIPTION OF THE INVENTION

[0017] An embodiment of the present invention will be described below with reference to the drawings. In the following description, identical or corresponding items will be assigned the same or corresponding reference numerals, and duplicate explanations will be omitted. Furthermore, when multiple items with the same reference numeral are displayed in each drawing, not all of the multiple displays will necessarily be assigned the reference numeral, and the assignment of the reference numeral to some of the multiple displays will be omitted as appropriate.

[0018] 1 to 3 are, respectively, a front view, a left side view, and a plan view of a tire testing device 1 according to one embodiment of the present invention. Also, FIGS. 4 to 6 are, respectively, a front view, a left side view, and a plan view showing a carriage 20 and its surrounding structure, which will be described later. For the sake of convenience, some of the components are omitted or shown in cross section in FIGS. 4 to 6.

[0019] 2 and 5, the direction from right to left is defined as the X-axis direction, the direction perpendicular to the paper from back to front is defined as the Y-axis direction, and the direction from bottom to top is defined as the Z-axis direction. The X-axis and Y-axis directions are horizontal directions that are perpendicular to each other, and the Z-axis direction is vertical. Furthermore, the front-to-back, up-down, and left-to-right directions are defined as directions when facing the running direction of the carriage 20 (the positive X-axis direction). In other words, the positive X-axis direction is the front, the negative X-axis direction is the back, the positive Y-axis direction is the left, the negative Y-axis direction is the right, the positive Z-axis direction is the up, and the negative Z-axis direction is the down.

[0020] The tire testing apparatus 1 includes a track section 10 and a road surface section 60 that are elongated in the X-axis direction, and a carriage 20 that can travel on the track section 10 in the X-axis direction. As shown in FIG. 3 , a long and narrow space Sp1 is provided on the left side of the track section 10, extending over substantially the entire length of the track section 10 in the X-axis direction. The road surface section 60 is housed in this space Sp1. A road surface 63a on which a test tire T mounted on the carriage 20 comes into contact is provided on the upper surface of the road surface section 60. In this embodiment, the track section 10 and the road surface section 60 are separated so that the road surface section 60 can be replaced depending on the test conditions. Note that a base frame 11 (hereinafter abbreviated as "base 11") of the track section 10 and a frame 61 of the road surface section 60 may be integrated.

[0021] 2, a test wheel W (a wheel rim Wr on which a test tire T is mounted) is attached to the carriage 20. During testing, the carriage 20 runs with the test wheel W in contact with the road surface 63a, and the test tire T rolls on the road surface 63a.

[0022] As shown in FIGS. 3 and 4, the track section 10 includes multiple (three in this embodiment) guide mechanisms 13A, 13B, and 13C that guide the movement of the carriage 20 in the X-axis direction, and one or more drive units 14 (FIG. 3) that generate mechanical power to drive the carriage 20. The drive units 14 function as a first power generating means that generates power used to drive the carriage 20 and the test wheel W. In this embodiment, two pairs of drive units 14 (a pair of drive units 14LA and 14LB on the left side and a pair of drive units 14RA and 14RB on the right side) are installed near the four corners of the base 11 of the track section 10. The drive units 14LA and 14RA are located at the rear end of the track section 10, and the drive units 14LB and 14RB are located at the front end of the track section 10.

[0023] 6, each drive unit 14 includes a servo motor 141 and an optional reducer 142 that reduces the rotational speed of the output of the servo motor 141. As will be described later, the right drive units 14RA and 14RB serve both as carriage drive means that drives the carriage 20 to travel and as rotational motion supply means that supplies the test wheel W with rotational motion at a rotational speed that corresponds to the traveling speed of the carriage 20. The left drive units 14LA and 14LB also serve as carriage drive means.

[0024] In this embodiment, the servo motor 141 has a rotating part with a moment of inertia of 0.01 kg m 2 Less than or equal to 0.008 kg m 2 An ultra-low inertia, high-power AC servo motor with a rated output of 3kW to 60kW (more practically, 7kW to 37kW) is used.

[0025] The tire testing apparatus 1 also includes a pair of belt mechanisms 50 (50L, 50R) on the left and right sides. The belt mechanisms 50 transmit power generated by the drive unit 14 to the carriage 20 to drive the carriage 20 in the X-axis direction. Each belt mechanism 50 includes a toothed belt 51 and a pair of drive pulleys 52 (52A, 52B). The drive pulley 52 is a toothed pulley that meshes with the toothed belt 51.

[0026] The toothed belt 51 has a core wire of steel wire. The toothed belt 51 may have a core wire made of so-called super fibers, such as carbon fiber, aramid fiber, or ultra-high molecular weight polyethylene fiber. By using a lightweight, high-strength core wire, such as a carbon core wire, it becomes possible to drive the carriage 20 at high acceleration (or apply high driving force / braking force to the test wheel W) using a motor with a relatively low output, thereby making it possible to miniaturize the tire testing apparatus 1. Furthermore, when using a motor with the same output, using a lightweight toothed belt 51 with a core wire made of so-called super fibers makes it possible to improve the performance of the tire testing apparatus 1.

[0027] The right-side belt mechanism 50R serves as a carriage drive means for driving the carriage 20 to travel, and also serves as a primary power transmission unit for transmitting power supplied from the rotational motion supply means (drive units 14RA and 14RB) to a secondary power transmission unit (described later). The left-side belt mechanism 50L serves as a carriage drive means.

[0028] In the following description, in the case of a configuration in which a pair of components are provided on the left and right sides, the configuration on the left side will be described as a general rule, and the configuration on the right side will be enclosed in square brackets and overlapping descriptions will be omitted.

[0029] The toothed belt 51 of the left [right] belt mechanism 50L [50R] is wound around a pair of drive pulleys 52 (52A, 52B) and three driven pulleys 225 (225A, 225B, 225C) of the left [right] driven unit 22L [22R] (described later). The pair of drive pulleys 52A, 52B are respectively coupled to the output shafts of the pair of drive units 14LA, 14LB [14RA, 14RB] on the left [right] side.

[0030] 5, both ends of each toothed belt 51 are fixed to the main frame 21 of the carriage 20 by belt clamps 54 (54A, 54B), respectively, and each toothed belt 51 forms a loop through the carriage 20. A pair of drive pulleys 52A, 52B (FIG. 2) of the belt mechanism 50 are fixed pulleys that are arranged with an area in which the carriage 20 can travel sandwiched between them and are held on the base 11 (i.e., the position of the center of gravity is fixed relative to the base 11). The driven pulley 225 (FIG. 5) is a movable pulley that is held by the carriage 20 and can move in the X-axis direction together with the carriage 20.

[0031] In this embodiment, the pair of drive units 14LA, 14LB [14RA, 14RB] are driven in the same phase. The drive pulley 52 and the driven pulley 225 have the same effective diameter (i.e., pitch circle diameter) or number of teeth. The left drive units 14LA, 14LB and the right drive units 14RA, 14RB are installed in opposite directions and are driven in opposite phases. When the toothed belt 51L [51R] is driven by the drive units 14LA and 14LB [14RA and 14RB], the carriage 20 is pulled by the toothed belt 51L [51R] and driven in the X-axis direction.

[0032] Next, the guide mechanism 13 (13A, 13B, 13C) will be described. FIG. 7 is a diagram showing the arrangement of the three guide mechanisms 13A, 13B, and 13C. FIG. 8 is an enlarged side view of the vicinity of the runner 132A of the guide mechanism 13A. FIG. 9 is a cross-sectional view of the guide mechanism 13A (view taken along the line AA in FIG. 7).

[0033] Since guide mechanism 13C is configured symmetrically with guide mechanism 13A (i.e., symmetrically with respect to a plane parallel to the Z-axis and X-axis), we will explain guide mechanism 13A in detail as a representative of both, and will omit redundant explanations of guide mechanism 13C.

[0034] Each guide mechanism 13A, 13B, and 13C includes one rail 131 that forms a track extending in the X-axis direction, and one or more (one in this embodiment) carriages (hereinafter referred to as "runners") 132A, 132B, or 132C that can run on the rail 131.

[0035] The rails 131 are laid on the upper surface of the base 11 of the track section 10. The rails 131 of the two guide mechanisms 13A and 13B are arranged along the left and right ends of the space Sp1 (FIG. 3), and the rail 131 of the remaining guide mechanism 13C is arranged along the right end of the base 11 and is attached to the base 11. In addition, each of the runners 132A, 132B, and 132C is attached to the lower surface of the main frame 21 of the carriage 20.

[0036] 8 and 9, the runner 132A of the guide mechanism 13A includes a frame 133 that is long in the X-axis direction and is attached to the underside of the main frame 21 of the carriage 20, and multiple sets (20 sets in this embodiment) of roller assemblies 135a, 135b, and 135c. In the guide mechanism 13A of this embodiment, one set of units is made up of three roller assemblies 135a, 135b, and 135c.

[0037] Multiple sets of roller assemblies 135a, 135b, and 135c are arranged at predetermined intervals along the length of rail 131 and are held by frame 133. Roller assemblies 135b and 135c have the same configuration as roller assembly 135a (however, roller assembly 135c is different in size from roller assembly 135a), so roller assembly 135a will be described as a representative and redundant descriptions of roller assemblies 135b and 135c will be omitted.

[0038] As shown in FIG. 9, a frame 133 is provided with a plurality of rods 134a, 134b, and 134c attached thereto, each of which supports a roller assembly 135a, 135b, and 135c.

[0039] The roller assembly 135a includes a roller 136a that rolls on the rail 131 and a pair of bearings 137a that rotatably support the roller 136a. The bearings 137a are rolling bearings that have rolling elements such as balls or rollers, and in this embodiment, ball bearings are used. The outer peripheral surface 136ap of the roller 136a is also given a curvature in the direction of the rotation axis (i.e., in the vertical cross section including the rotation axis shown in FIG. 9). The outer peripheral surface 136ap of the roller 136a is formed, for example, as a spherical surface centered on the center point 136ag of the roller 136a.

[0040] The bearing 137a of the roller assembly 135a is, for example, a single-row radial bearing. The bearing 137a includes an inner ring 137a1 fitted onto the rod 134a, an outer ring 137a3 fitted onto the inner circumferential surface of the roller 136a, and a plurality of balls 137a2 as rolling elements interposed between the inner ring 137a1 and the outer ring 137a3. The balls 137a2 roll on a circular orbit defined by pairs of annular grooves formed on the outer circumferential surface of the inner ring 137a1 and the inner circumferential surface of the outer ring 137a3.

[0041] The rail 131 is a flat-bottom rail having a head 131h, a bottom 131f that is wider than the head 131h, and a narrow web 131w that connects the head 131h and the bottom 131f. The rail 131 of this embodiment is a heat-treated rail (e.g., heat-treated rail 50N-HH340) that complies with Japanese Industrial Standards JIS E 1120:2007, to which additional processing has been applied. The heat-treated rail is a railway rail whose head has been heat-treated to improve its wear resistance.

[0042] Roller assembly 135a is arranged so that its outer circumferential surface 136ap contacts head upper surface 131a of rail 131 and rolls in the length direction (i.e., X-axis direction) of rail 131. Roller assembly 135b is arranged so that its outer circumferential surface 136bp contacts one side of head lower surface 131b of rail 131 and rolls in the length direction of rail 131. Roller assembly 135c is arranged so that its outer circumferential surface 136cp contacts one side of head side surface 131c of rail 131 and rolls in the length direction of rail 131.

[0043] The rail 131 has undergone additional processing (e.g., grinding or polishing) to improve surface accuracy at least at the points where the head top surface 131a, the left and right head bottom surfaces 131b, and the left and right head side surfaces 131c come into contact with each roller assembly 135a, 135b, or 135c.

[0044] As described above, guide mechanism 13A and guide mechanism 13C, which are attached to the left and right ends of carriage 20, respectively, are configured symmetrically. That is, guide mechanism 13C is the same as guide mechanism 13A, but arranged in the opposite direction (i.e., rotated 180 degrees around the vertical axis).

[0045] 10 is a cross-sectional view of guide mechanism 13B (view taken along arrow BB in FIG. 7). Runner 132B of guide mechanism 13B is the same as runner 132A of guide mechanism 13A described above, except that roller assembly 135c and rod 134c are removed and the runner 132B is arranged in the left-right reverse direction.

[0046] It is to be noted that roller assembly 135c and rod 134c may be omitted from at least one of runner 132A and runner 132C. However, in order to position carriage 20 in the left-right direction, at least one of roller assembly 135b and roller assembly 135c is provided for at least two of runners 132A, 132B, and 132C (however, arranged in opposite left-right directions). Also, roller assembly 135c and rod 134c may be provided on runner 132B.

[0047] In this embodiment, runner 132B (FIG. 10) is arranged in the left-right opposite direction to runner 132A (FIG. 9), but runner 132B may be arranged in the same left-right direction as runner 132A. Similarly, runner 132C and runner 132A may be arranged in the same left-right direction. However, any two of runners 132A, 132B, and 132C may be arranged in the left-right opposite direction (i.e., roller assembly 135b is arranged on the left-right opposite side of rail 131).

[0048] The rail 131 of the guide mechanism 13 can be made long by connecting multiple short rails. In this case, as shown in Fig. 7, the joint 131j of the rail 131 may be formed obliquely in a plan view (i.e., inclined by an angle θ with respect to the ZX plane) rather than perpendicular to the longitudinal direction (X-axis direction) of the rail 131. By forming the joint 131j obliquely, even if the rail 131 expands or contracts due to temperature changes, the distortion of the rail 131 is released by sliding at the joint 131j, preventing the rail 131 from bending.

[0049] When forming a diagonal joint 131j, roller assemblies 135b and 135c (FIG. 9) are arranged forward of joint 131j on the side where head side surface 131c forms an obtuse angle with joint 131j (i.e., the left side in guide mechanism 13A and the right side in guide mechanisms 13B and 13C). By arranging roller assemblies 135b and 135c in this manner, even if joint 131j of rail 131 becomes misaligned, roller assemblies 135b and 135c are prevented from colliding with the acute edge of joint 131j, which would cause a large impact or damage.

[0050] In this embodiment, at the joint 131j of the rail 131, the end faces of the two rails to be connected are simply butted together and not joined, but the rails may be joined at the joint 131j by welding, brazing, etc. Also, at the joint 131j, the end faces of the two rails to be connected may be brought into contact with each other, or they may be butted together without contact with a predetermined gap between the end faces.

[0051] Note that instead of the guide mechanisms 13A, 13B, and 13C of this embodiment, linear bearings (so-called linear guideways) such as recirculating ball linear bearings can be used. A recirculating ball linear bearing has an oval track, with adjacent ends of two parallel linear tracks connected by a semicircular track. When a linear bearing with such a linear track is run at high speed (e.g., 10 km / h or higher), a sudden centripetal force acts on the rolling elements when they transition from the linear track to a curved track (i.e., an impact load is applied to the rolling elements and the rolling surfaces of the curved track), causing permanent deformation of the rolling elements and the rolling surfaces and degrading performance. Therefore, running the carriage 20 at speeds of 10 km / h or higher can shorten the life of the linear bearing or cause damage.

[0052] In the bearings 137a-c used in the guide mechanisms 13A, 13B, and 13C of this embodiment, the rolling elements always travel on a circular orbit with a constant curvature, preventing sudden fluctuations in the centripetal force acting on the rolling elements (i.e., shock loads). Therefore, even if the rollers 136a-c rotate at a high peripheral speed, for example, exceeding 60 km / h, the bearings 137a-c do not suffer shortening of their lifespan or damage. Therefore, by configuring the guide mechanisms 13A-C using rolling bearings with a circular orbit with a constant curvature of the rolling elements, high-speed travel of the carriage 20 (for example, travel at a speed of 10 km / h or more) becomes possible. The tire testing apparatus 1 of this embodiment employs the above-described guide mechanisms 13A, 13B, and 13C, enabling the carriage 20 to travel at speeds exceeding 85 km / h.

[0053] 6, the carriage 20 includes a main frame 21, a pair of left and right driven parts 22L and 22R connected to belt mechanisms 50L and 50R, a spindle part 28 (FIG. 4) that rotatably holds a test wheel W on which a test tire T is mounted, an alignment part 40 that can adjust the alignment and load of the test wheel W relative to the road surface 63a, and a spindle drive mechanism 20D that rotationally drives a spindle 280 (FIG. 13) of the spindle part 28. The spindle 280 is an axle on which the test wheel W is attached.

[0054] 11 is a plan view showing a schematic structure of the right-side driven part 22R. The driven part 22R includes a frame 221, four sets of bearings 222, four shafts 223 (223A, 223B, 223C, 223D), a pair of gears 224, and three driven pulleys 225 (225A, 225B, 225C). The frame 221 has four through holes extending in the Y-axis direction. The shafts 223A-D are rotatably supported by a set of bearings 222 fitted into each of the through holes. In this embodiment, the shafts 223A-D are each supported by a pair of bearings 222, but a configuration in which each of the shafts 223A-D is supported by one pair of bearings 222 or three or more bearings 222 may also be used.

[0055] One of a pair of gears 224 that mesh with each other is coupled to shaft 223B at the top center in the X-axis direction, and the other of the pair of gears 224 is coupled to shaft 223D at the bottom center in the X-axis direction. Via the pair of gears 224, the rotation of upper shaft 223B is transmitted to lower shaft 223D.

[0056] Driven pulleys 225A-C are attached to one end of shafts 223A-C, which protrude from one surface (the right side surface when facing the traveling direction) of frame 221. Each of driven pulleys 225A-C is a toothed pulley that meshes with a toothed belt 51 of belt mechanism 50R. One end of shaft 223D protrudes from the other surface (the left side surface when facing the traveling direction) of frame 221. A drive pulley 231 of belt mechanism 23, which will be described later, is attached to one end of shaft 223D. In other words, right-side belt mechanism 50R and belt mechanism 23 are connected via right-side driven part 22R (specifically, driven pulley 225B, shaft 223B, pair of gears 224, and shaft 223D).

[0057] As indicated by the arrows in Figure 5, toothed belt 51 of belt mechanism 50 is folded back by drive pulleys 52A and 52B, thereby dividing it into an upper portion 51a and a lower portion 51b. Upper portion 51a and lower portion 51b are tensioned in the running direction of carriage 20 and driven in opposite directions. Specifically, lower portion 51b of toothed belt 51 fixed to carriage 20 is driven together with carriage 20 in the running direction of the carriage, while upper portion 51a is driven in the opposite direction to carriage 20 and lower portion 51b. Furthermore, driven pulley 225 attached to carriage 20 is wrapped around upper portion 51a of toothed belt 51, which runs in the opposite direction to carriage 20, and is driven by upper portion 51a.

[0058] The power given from the belt mechanism 50 to the right-side driven part 22R is transmitted to the test wheel W by a secondary power transmission part composed of the belt mechanism 23, torque applying device 30, belt mechanism 24, sliding constant velocity joint 25, and spindle part 28 shown in Figure 6, and is used to drive the test wheel W. The belt mechanism 50 and driven part 22R configured as described above enable the toothed belt 51 to drive both the carriage 20 and the test wheel W.

[0059] The left driven part 22L is configured similarly to the right driven part 22R described above, but is configured bilaterally symmetrical to the right driven part 22R. The left driven part 22L is different from the right driven part 22R in that it does not include a configuration for extracting a portion of the power transmitted by the belt mechanism 50R and transmitting it to a secondary power transmission part provided in the carriage 20 (specifically, the shaft 223D, the set of bearings 222 supporting the shaft 223D, and the pair of gears 224). The left driven part 22L is not an essential component, but providing the left driven part 22L balances the forces that the carriage 20 receives from the left and right belt mechanisms 50L and 50R, thereby stabilizing the travel of the carriage 20.

[0060] As described above, this embodiment employs a configuration in which the carriage 20 and the test wheel W are driven using power transmitted by a common power transmission device (i.e., the belt mechanism 50R). This configuration makes it possible to always rotate the test wheel W at a peripheral speed (number of rotations) corresponding to the running speed of the carriage 20, regardless of the running speed of the carriage 20. Furthermore, in this embodiment, in order to reduce the amount of operation of the torque applying device 30 (i.e., power consumption), the test wheel W is configured to rotate at approximately the same peripheral speed as the running speed of the carriage 20 when the torque applying device 30 is not operating.

[0061] As shown in FIG. 6, the spindle drive mechanism 20D includes a belt mechanism 23, a torque applying device 30, a belt mechanism 24, and a sliding constant velocity joint 25. Power transmitted from the right belt mechanism 50R to the belt mechanism 23 via the driven pulley 225B, shaft 223B, pair of gears 224, and shaft 223D of the right driven unit 22R (FIG. 11) is then transmitted to the spindle unit 28 (FIG. 4) via the torque applying device 30, the belt mechanism 24, and the sliding constant velocity joint 25, thereby rotating the test wheel W attached to the spindle unit 28. That is, part of the power generated by the right drive units 14RA and 14RB is used to drive the carriage 20, and another part is used to rotate the test wheel W. That is, the right belt mechanism 50R constitutes part of the means for driving the carriage 20 (carriage drive means) and also constitutes part of the means for driving the test wheel W (test wheel drive means). In addition, the right belt mechanism 50R, together with the right driven part 22R, functions as a means (power distribution means) for distributing the power generated by the drive parts 14RA and 14RB into power used to drive the carriage 20 and power used to drive the test wheel W.

[0062] 12 is a side cross-sectional view of the torque applying device 30. The torque applying device 30 generates torque to be applied to the test wheel W and outputs this torque superimposed on the rotational motion transmitted by the belt mechanism 23. In other words, the torque applying device 30 can apply torque to the test wheel W (i.e., apply a driving force or a braking force between the road surface 63a and the test wheel W) by changing the phase of the rotational motion transmitted by the belt mechanism 23.

[0063] The torque applying device 30 functions as a second power generating means that generates power to rotate the test wheel W, and also functions as a power combining means that combines the power generated by the servo motor 141 (first motor) of the drive unit 14 (power generating means) with the power generated by the servo motor 32 (second motor) of the torque applying device 30, which will be described later.

[0064] By incorporating the torque applying device 30 into the spindle drive mechanism 20D, it becomes possible to separate the roles of the power source for controlling the rotation speed (drive units 14RA and 14RB) and the power source for controlling the torque (servo motor 32, described later). This allows the use of a smaller-capacity power source and enables more accurate control of the rotation speed and torque applied to the test wheel W. Furthermore, by incorporating the torque applying device 30 into the carriage 20, the load applied to the belt mechanism 50R is reduced, making it possible to downsize the belt mechanism 50R (for example, by reducing the number of toothed belts used) and use members with lower load resistance.

[0065] The torque applying device 30 includes a housing 31, a servo motor 32 installed within the housing 31, an optional reducer 33 and shaft 34, two bearing sections 35 and 36 that rotatably support the housing 31, a slip ring section 37, a support 38 that supports the slip ring section 37, and a rotary encoder 39 that detects the rotation speed of the housing 31.

[0066] In this embodiment, the servo motor 32 has a rotating part with a moment of inertia of 0.01 kg m2 Less than or equal to 0.008 kg m 2 An ultra-low inertia, high-power AC servo motor with a rated output of 3kW to 60kW (more practically, 7kW to 37kW) is used.

[0067] The housing 31 has a motor accommodating portion 311 and a cap portion 312, which are substantially cylindrical and have a large diameter, and a pair of shaft portions 313 and 314, which are substantially cylindrical and have a smaller diameter than the motor accommodating portion 311. The shaft portion 313 is coaxially coupled (i.e., so as to share a center line) to one end portion (the left end portion in FIG. 12) of the motor accommodating portion 311. The shaft portion 314 is coaxially coupled via the cap portion 312 to the other end portion (the right end portion in FIG. 12) of the motor accommodating portion 311. The shaft portion 313 is rotatably supported by a bearing portion 36, and the shaft portion 314 is rotatably supported by a bearing portion 35.

[0068] A flange 314a is formed at the tip of the shaft 314, and a driven pulley 232 of the belt mechanism 23 is coaxially coupled to this flange 314a. A toothed belt 233 of the belt mechanism 23 is wound around the driven pulley 232 and a drive pulley 231 (FIG. 11). The housing 31 is rotated by the belt mechanism 23.

[0069] A bearing 315 is provided on the inner periphery of the shaft portion 314. The shaft 34 is passed through the hollow portion of the shaft portion 314 and is rotatably supported by the bearing 315. The shaft 34 passes through the shaft portion 314 and the driven pulley 232. One end of the shaft 34 protrudes into the cap portion 312. The other end of the shaft 34 passes through the hole 232a of the driven pulley 232 and is coaxially coupled to a drive pulley 241 of the belt mechanism 24. A toothed belt 243 is wound around the drive pulley 241.

[0070] A servo motor 32 is housed in the hollow portion of the motor housing portion 311. The servo motor 32 has a shaft 321 arranged coaxially with the motor housing portion 311 (i.e., the rotation axis of the housing 31), and a motor case 320 (i.e., the stator) fixed to the motor housing portion 311 with a plurality of stud bolts 323. A flange 322 of the servo motor 32 is connected to a gear case 331 of the reducer 33 via a connecting tube 324. The gear case 331 of the reducer 33 is fixed to an inner flange 312a of the cap portion 312.

[0071] The shaft 321 of the servo motor 32 is connected to the input shaft 332 of the reducer 33. The shaft 34 is connected to the output shaft 333 of the reducer 33. The torque output from the servo motor 32 is amplified by the reducer 33 and transmitted to the shaft 34. The rotation output from the shaft 34 to the belt mechanism 24 is obtained by superimposing the torque generated by the servo motor 32 and the reducer 33 on the rotation of the housing 31 driven by the belt mechanism 23. In other words, the shaft 314 of the housing 31 is the input shaft of the torque applying device 30, and the shaft 34 is the output shaft of the torque applying device 30. The torque applying device 30 superimposes the torque generated by the torque applying device 30 on the rotational motion transmitted to the input shaft and outputs the result from the output shaft.

[0072] The slip ring unit 37 includes multiple pairs of slip rings 37a, brushes 37b, a support frame 37c, and a connecting pipe 37d. The multiple slip rings 37a are spaced apart from one another and are fitted and fixed to the outer periphery of the connecting pipe 37d.

[0073] The connecting pipe 37d is coaxially coupled to the shaft portion 313 of the housing 31. Furthermore, the brushes 37b, which come into contact with the outer peripheral surfaces of the corresponding slip rings 37a, are supported by a support frame 37c attached to a support 38. The cable 325 of the servo motor 32 is passed through the hollow portion of the shaft portion 313 and connected to the slip rings 37a. Furthermore, the brushes 37b are connected to the servo amplifier 32a (FIG. 27). That is, the servo motor 32 and the servo amplifier 32a are connected via the slip ring portion 37.

[0074] As shown in Figures 4 and 6, the driven pulley 242, around which the toothed belt 243 of the belt mechanism 24 is wound, is coaxially coupled to one end of a shaft 261, which is rotatably supported by a bearing portion 262. The other end of the shaft 261 is connected to one end of the sliding constant velocity joint 25. The other end of the sliding constant velocity joint 25 is coupled to a spindle 280 (Figure 13) via a shaft 263 (Figure 13). The sliding constant velocity joint 25 is configured to be able to transmit rotation smoothly without rotation fluctuations, regardless of the operating angle (i.e., the angle between the input shaft and the output shaft). The axial length (transmission distance) of the sliding constant velocity joint 25 is also variable.

[0075] Spindle portion 28 is supported by alignment portion 40 so that its angle and position are variable. By connecting spindle 280 (FIG. 13) and shaft 261 held by bearing portion 262 via sliding constant velocity joint 25, even if the angle or position of spindle 280 changes, sliding constant velocity joint 25 can flexibly follow this change. Therefore, no large strain is applied to spindle 280 or shafts 261, 263 (FIG. 13), and rotation is transmitted smoothly to spindle 280 without changing speed.

[0076] As shown in FIG. 5, the alignment unit 40 includes a pair of swivel frames 41, a pair of curved guideways 42 (hereinafter abbreviated as "curved guides"), a slide frame 44, and two pairs of linear guides 43.

[0077] Each swivel frame 41 is mounted on the main frame 21 of the carriage 20 via a curved guide 42. The curved guide 42 includes an arc-shaped rail 421 attached to the upper surface of the main frame 21 and a plurality of carriages 422 (hereinafter referred to as "runners 422") (two in this embodiment) that can run on the rail 421. The runners 422 are attached to the bottom surface of the swivel frame 41. The pair of curved guides 42 and the pair of swivel frames 41 are arranged facing each other in the front and rear, with a vertical line V passing through the center C of the test wheel W in between. The center of curvature of each curved guide 42 is on the vertical line V. That is, each swivel frame 41 is supported by the curved guide 42 so as to be rotatable about the vertical line V.

[0078] As shown in FIG. 4, the slide frame 44 has, from top to bottom, a pillar portion 441, a connecting portion 442, and a fork 443. The pillar portion 441 (i.e., the upper portion of the slide frame 44) is disposed vertically so that its center line coincides with the vertical line V. The pillar portion 441 is disposed between a pair of revolving frames 41 and is connected to each revolving frame 41 via two pairs of linear guides 43 so that the pillar portion 441 can slide up and down. The linear guides 43 include rails 431 attached to a side surface 441a of the pillar portion 441 facing the revolving frames 41, and a plurality of (two in this embodiment) carriages 432 (hereinafter referred to as "runners 432") that can run on the rails 431. The runners 432 are attached to the side surface 41a of the revolving frame 41 facing the pillar portion 441.

[0079] The fork 443 (i.e., the lower part of the slide frame 44) is set back to the right (in the direction of the rotation axis Ay) from the vertical line V so as not to come into contact with the test wheel W. The connecting portion 442 extends in the Y-axis direction and connects the lower end of the column portion 441 to the upper end of the fork 443. Therefore, the slide frame 44 is formed in a substantially crank shape when viewed from the X-axis direction.

[0080] 5, the lower portion of fork 443 is branched into front and rear portions. Bearings 443a are provided coaxially at the two branched lower ends of fork 443, respectively.

[0081] 13 is a diagram showing the spindle portion 28 and its surroundings. The spindle portion 28 is disposed between a pair of bearings 443a (FIG. 5) provided at the lower end of the fork 443, with the central axis (rotation axis Ay) of the spindle 280 facing left and right. The spindle portion 28 is supported by the pair of bearings 443a so as to be rotatable about a rotation axis Cx extending in the front-rear direction. Note that the directions of the rotation axis Ay of the spindle 280 and the rotation axis Cx of the spindle case 284 change depending on the alignment of the spindle 280, and do not necessarily coincide with the Y-axis direction or the X-axis direction.

[0082] The spindle section 28 includes a spindle 280 and a spindle case 284 that rotatably supports the spindle 280. The spindle 280 is an axle to which the test wheel W is attached and which rotates integrally with the test wheel W. The spindle 280 includes a body 281, a six-component force sensor 282, and a hub 283. The body 281 is a cylindrical shaft. The six-component force sensor 282 is a substantially cylindrical member coaxially attached to the tip of the body 281 and is a piezoelectric force sensor capable of detecting six-component forces (forces in three orthogonal axial directions and torques around each axis). The hub 283 is a member for attaching the test wheel W and is coaxially attached to the tip of the six-component force sensor 282. The body 281, the six-component force sensor 282, and the hub 283 are integrally joined to form the spindle 280. The test wheel W is attached integrally to the six-component force sensor 282 via a hub 283, so the force applied to the test wheel W can be calculated from the detection results of the six-component force sensor 282. In addition, because the six-component force sensor 282 is disposed near the center of the test wheel W, the detection results of the six-component force sensor 282 can also be used as an approximation of the six-component force applied to the test wheel W.

[0083] Spindle case 284 is a substantially cylindrical member that houses and rotatably holds spindle 280. A bearing 285 and a pair of bearings 286 are attached to the inner periphery of spindle case 284. Spindle 280 is rotatably supported by bearing 285 and bearing 286.

[0084] A pair of pivot shafts 287 are attached to the front and rear side surfaces of the spindle case 284. The pivot shafts 287 are rotatably fitted to the pair of bearings 443a (FIG. 5) of the fork 443. That is, the spindle portion 28 is supported by the pair of bearings 443a so as to be rotatable about the rotation axis Cx.

[0085] As shown in FIG. 4, the alignment unit 40 includes a load adjustment unit 45, a slip angle adjustment unit 46, and a camber adjustment unit 47. The load adjustment unit 45 is a unit that adjusts the load applied to the test wheel W. The slip angle adjustment unit 46 is a unit that adjusts the slip angle of the test wheel W by rotating the alignment unit 40 (directly, the swivel frame 41) about the vertical line V. The camber adjustment unit 47 is a unit that adjusts the camber angle of the test wheel W by rotating the spindle unit 28 about the rotation axis Cx (FIG. 13).

[0086] The load adjustment unit 45 includes a servo motor 451, a motion converter 452, and a bracket 453. The linear guide 43 described above is also one of the elements constituting the load adjustment unit 45. The servo motor 451 is attached to the main frame 21 of the carriage 20. The motion converter 452 is a device that converts the rotational motion of the servo motor 451 into the vertical linear motion of a mover 452a that is set up vertically. The motion converter 452 may be, for example, a rack-and-pinion mechanism, a mechanism that combines a feed screw with intersecting shafts such as bevel gears, or a mechanism that combines a feed screw with non-intersecting shafts such as worm gears or screw gears. The bracket 453 is disposed directly below the mover 452a of the motion converter 452 and is attached to the side of the column 441 of the slide frame 44 with its seat 453a facing upward.

[0087] When the servo motor 451 is driven to lower the mover 452a of the motion converter 452, the lower end of the mover 452a comes into contact with the seat surface 453a of the bracket 453. When the servo motor 451 is further driven, the mover 452a pushes the slide frame 44 vertically downward via the bracket 453 by the mover 452a. As a result, the test wheel W held by the alignment unit 40 is pressed against the road surface 63a, and a load corresponding to the height of the mover 452a (i.e., its position in the Z-axis direction) is applied between the test tire T and the road surface 63a. The load applied to the test wheel W is detected by the six-component force sensor 282 (FIG. 13) of the spindle unit 28. The drive of the servo motor 451 is then controlled so that the detected load matches the set load value.

[0088] 6, a portion of the load adjustment unit 45 is disposed in a space Sp2 surrounded by the pair of swivel frames 41 and the pillars 441 of the slide frame 44. This configuration makes effective use of the space and achieves a compact carriage.

[0089] As shown in FIG. 4, the slip angle adjustment unit 46 includes a servo motor 461 attached to the main frame 21 of the carriage 20, a reducer 462, a drive gear 463 connected to the output shaft of the reducer 462, and a driven gear 464 meshing with the drive gear 463. The drive gear 463 may be, for example, a spur gear or a sector gear. The driven gear 464 is, for example, a sector gear. Note that the gear mechanism (drive gear 463, driven gear 464) of the slip angle adjustment unit 46 may be a worm gear, a bevel gear, a screw gear, or the like. The servo motor 461, the reducer 462, and the drive gear 463 are attached to the main frame 21 of the carriage 20. The driven gear 464 is attached to the side of the pillar portion 441 of the slide frame 44 so that its rotation axis coincides with the vertical line V.

[0090] The rotation of the servo motor 461 is reduced in speed by a reducer 462 and transmitted to a driven gear 464 via a drive gear 463. The driven gear 464 and the slide frame 44 then rotate about the vertical line V. As a result, the test wheel W supported on the slide frame 44 via the spindle portion 28 also rotates about the vertical line V, and the slip angle of the test wheel W changes.

[0091] As shown in Figure 6, a portion of the slip angle adjustment unit 46 is disposed in a space Sp3 surrounded by the pair of revolving frames 41 and the pillars 441 of the slide frame 44. This configuration makes effective use of the space, achieving a compact carriage. Note that the space Sp2 in which the load adjustment unit 45 is disposed and the space Sp3 in which the slip angle adjustment unit 46 is disposed are spaces provided on the left and right opposite sides of the pillars 441. Providing the load adjustment unit 45 and the slip angle adjustment unit 46 in different spaces improves the efficiency of assembly and maintenance.

[0092] 13, the camber adjustment unit 47 includes an upper arm 471 attached to the right end of the connecting unit 442, a joint 472 rotatably supported by the upper arm 471, a fully threaded bolt 475 (hereinafter referred to as "stud 475") to which the joint 472 is attached, a rod end 476 attached to one end of the stud 475, and a lower arm 478 rotatably connected to the rod end 476 by a pin 477. The lower arm 478 has a distal end fixed to the spindle case 284. The upper arm 471 may be attached to the fork 443 of the slide frame 44.

[0093] The upper arm 471 is a flat plate extending parallel to the rotation axis Ay (i.e., in a direction away from the vertical line V) and is disposed perpendicular to the rotation axis Cx of the spindle case 284. A pivot shaft 471a parallel to the rotation axis Cx is provided at the tip of the upper arm 471.

[0094] The joint 472 is a substantially rectangular parallelepiped member having a through hole formed therein, into which the stud 475 is inserted. The joint 472 is provided with a bearing 473 that rotatably engages with the pivot shaft 471a of the upper arm 471. That is, the joint 472 is supported rotatably about the pivot shaft 471a that is parallel to the rotation axis Cx of the spindle case 284. The joint 472 is fixed to the stud 475 by being sandwiched between a pair of nuts 474 that are fitted onto the stud 475.

[0095] The tip end of the lower arm 478 is connected to the lower end of the rod end 476 by a pin 477. The pin 477 connecting the rod end 476 and the lower arm 478 also has a pivot axis parallel to the rotation axis Cx of the spindle case 284. In other words, the slide frame 44 and the upper arm 471 (first link), the stud 475 and the rod end 476 (second link), and the lower arm 478 and the spindle case 284 (third link) are connected in an annular shape via three pivot axes [pivot axis 471a (first joint), pin 477 (second joint), and pivot axis 287 (third joint)] parallel to the rotation axis Cx so as to be rotatable about each pivot axis, thereby constituting a link mechanism.

[0096] By changing the position of the nut 474 on the stud 475, the length of the variable-length link 47L connecting the two joints (the pivot 471a and the pin 477) changes. At this time, the lower arm 478 and the spindle case 284 rotate around the pivot 287 (rotation axis Cx), changing the inclination of the rotation axis Ay of the spindle 280 and the test wheel W relative to the road surface 63a. Therefore, the camber can be adjusted by changing the position of the nut 474 on the stud 475 to extend or contract the variable-length link 47L. Extending the variable-length link 47L changes the camber to the negative side, and shortening the variable-length link 47L changes the camber to the positive side.

[0097] The tire testing apparatus 1 is equipped with a brake system 27 (hereinafter abbreviated as "brake 27") that can decelerate the rotation of a spindle 280. The brake 27 is equipped with a disc rotor 271 attached to the spindle 280 via an attachment 273 (described later), a caliper 272 attached to a lower arm 478, and a hydraulic pressure supply device 276 (FIG. 27) that supplies hydraulic pressure to the caliper 272.

[0098] The hydraulic pressure supply device 276 generates hydraulic pressure at a predetermined pressure based on commands from the control unit 72, which will be described later, and supplies the hydraulic pressure to the caliper 272. The hydraulic pressure supply device 276 includes a servo motor 276b, a motion converter 276c that converts the rotational motion output by the servo motor 276b into linear motion, a brake master cylinder 276d that is driven by the linear motion output by the motion converter 276c, and a servo amplifier 276a that generates a drive current to be supplied to the servo motor 276b based on commands from the control unit 72.

[0099] The spindle 280 is connected to the sliding constant velocity joint 25 of the spindle drive mechanism 20D (FIG. 6) via the attachment 273, the disc rotor 271, and the shaft 263.

[0100] The lower arm 478 is formed in a crank shape with its middle portion receding upward (i.e., in the direction away from the spindle 280). The caliper 272 of the brake 27 is attached via an attachment 275 to the middle portion of the lower arm 478 away from the spindle 280.

[0101] The attachment 273 and the shaft 263 are replaceable small members manufactured to match the shape of the disc rotor 271. In addition, the attachment 275 is a relatively easy-to-replace and inexpensive small part manufactured to match the shape of the caliper 272. By using the attachments 273, 275 and the shaft 263, it is no longer necessary to replace the spindle 280 or the sliding constant velocity joint 25, which are relatively expensive to replace, when changing the type of brake 27 (disc rotor 271, caliper 272), and this makes it possible to change the type of brake 27 at lower cost.

[0102] FIG. 14 is a cross-sectional view of the road surface portion 60. The road surface portion 60 comprises a frame 61 and a main body portion 60a supported by the frame 61. The main body portion 60a comprises a base 62 and a paving portion 63 held on the base 62. A recess 621 is formed on the upper surface of the base 62, extending in the extension direction of the road surface portion 60 (i.e., the X-axis direction, which is the running direction of the carriage 20). The paving portion 63 is formed, for example, by filling the recess 621 with a simulated paving material, which will be described later, and allowing it to harden. A road surface 63a, on which the test wheel W comes into contact, is formed on the upper surface of the paving portion 63.

[0103] In this embodiment, the main body 60a is made up of a main body unit 600a, which is a road surface unit (a replaceable structure including at least a part of the road surface 63a), and is detachably attached to the frame 61. The road surface unit is not limited to the form in which the main body 60a is unitized as in this embodiment (referred to as the "main body unit"), but can also be a form in which only the paving portion 63 is unitized (referred to as the "paving portion unit"), or a form in which the entire road surface portion 60 including the frame 61 is unitized (referred to as the "road surface unit").

[0104] The main body 60a of this embodiment is composed of a plurality of main body units 600a obtained by dividing the main body 60a in the extension direction of the road surface portion 60, and each main body unit 600a can be replaced. Note that the entire main body 60a may be formed as a single replaceable road surface unit.

[0105] As in this embodiment, by configuring the road surface section 60 from road surface units such as the main body unit 600a, it becomes possible to replace at least a part of the road surface 63a by replacing the road surface unit.

[0106] For example, by replacing only the main body unit 600a in the center in the extension direction (X-axis direction) of the road surface portion 60, it is possible to change the type (e.g., material, structure, surface shape, etc.) of the pavement portion 63 only in the center. Also, by changing the type of pavement portion 63 for each main body unit 600a, for example, the friction coefficient of the road surface 63a in the extension direction of the road surface portion 60 may be changed.

[0107] A recess 622 is provided on the lower surface of the base 62 to fit into a protrusion 612 provided on the upper surface of the frame 61. The main body unit 600a is placed on the frame 61 so that the protrusion 612 fits into the recess 622, and the two are fixed together with fixing means (not shown) such as a bolt or a cam lever, whereby the main body unit 600a is detachably attached to the frame 61.

[0108] In this embodiment, the frame 61 is also formed of a plurality of frame units 610 obtained by dividing the frame 61 in the extension direction of the road surface portion 60, and each frame unit 610 can be replaced.

[0109] In addition, in this embodiment, the frame unit 610 and the main body unit 600a are formed to have the same length, and the road surface unit 600, which is the frame unit 610 to which the main body unit 600a is attached, can be replaced as a unit.

[0110] Furthermore, although in this embodiment the paving section 63 is formed integrally with the base 62, the paving section 63 may be configured to be detachable from the base 62. For example, the paving section 63 may be configured from a plurality of paving section units 630 obtained by dividing the paving section 63 in the extension direction of the road surface section 60, and the paving section 63 may be configured to be replaceable in units of paving section units 630. In this case, the paving section units 630 and the base unit 620 may be formed to have the same length, and the combined unit in which the paving section unit 630 is attached to the base unit 620 (in other words, the main body unit 600a in which the paving section 63 is detachable) may be replaceable in units of units. Furthermore, the road surface section unit 600 may be manufactured by assembling the frame unit 610, the base unit 620, and the paving section unit 630, and the road surface section unit 600 may be replaceable in units of units of road surface section units 600.

[0111] Furthermore, as described above, in this embodiment, a plurality of road surface section units 600 are connected to form the road surface section 60. With this configuration, it is possible to extend or shorten the road surface section 60 by adding or removing road surface section units 600. Furthermore, by making the plurality of road surface units have the same structure, it becomes possible to efficiently manufacture the road surface section 60.

[0112] Furthermore, in this embodiment, like the road surface section 60, the track section 10 is divided into a plurality of track section units 100 in the extension direction. The track section 10 can be extended or shortened by adding or removing track section units 100. The track section units 100 are formed to have the same length as the road surface section units 600. Therefore, the lengths of the track section 10 and the road surface section 60 can be made the same. Furthermore, a configuration may be adopted in which the road surface section 60 and the track section 10 can be extended, shortened, or partially replaced in units of a combined unit in which the track section units 100 and the road surface section units 600 are integrated.

[0113] In the road surface portion 60 of this embodiment, a simulated pavement is formed as the pavement portion 63, simulating an asphalt-paved road (i.e., the impact on the tires, such as the amount of tire wear, is similar to that of an actual asphalt-paved road). The simulated pavement is formed by molding and curing a simulated pavement material made by adding a binder, such as urethane resin or epoxy resin, to aggregate, such as crushed (and optionally further processed by polishing or etching) ceramics with excellent wear resistance, such as silicon carbide or alumina. The use of such a simulated pavement material makes it possible to obtain a simulated road surface with excellent durability and stable road surface conditions (i.e., stable wear of the test tire T). The amount of tire wear can be adjusted, for example, by adjusting the particle size of the aggregate or the amount of binder added.

[0114] Although the simulated pavement in this embodiment has a single layer structure, it is also possible to use a simulated pavement in which multiple layers made of different materials are stacked in the thickness direction. Furthermore, it is also possible to use a simulated pavement that simulates a paving stone pavement, a brick pavement, a concrete pavement, or the like, by adjusting the type and gradation of aggregate, the type and amount of binder, etc.

[0115] Furthermore, the road surface 63a may be formed so as to cause more (or less) damage to the tires than an actual road surface. By using the road surface 63a that has a greater impact on the tires than an actual road surface, accelerated tire deterioration testing becomes possible.

[0116] The pavement 63 may be formed from an actual pavement material (for example, an asphalt mixture used for the surface layer of an asphalt pavement). Also, the pavement 63 may be a reproduction or imitation of an actual pavement, including not only the top layer that forms the road surface, but also the underlying structure.

[0117] In the tire testing apparatus 1 of this embodiment, the road surface 63a does not move during testing, so that testing can be performed with foreign matter that may affect tire performance (for example, water, snow, muddy water, soil, sand, gravel, oil, or simulants thereof) scattered on the road surface 63a. For example, a wet braking test can be performed by performing testing with water scattered on the road surface 63a.

[0118] Here, a modified example of the road surface portion 60 will be described. FIG. 15 is a cross-sectional view of a road surface portion 60A, which is a modified example of the road surface portion 60. The road surface portion 60A has a frame portion 67 attached to a base 62. The frame portion 67 is watertightly joined to the base 62 by caulking or the like, and forms a tank 68 together with the base 62 and the pavement portion 63. Foreign matter that affects tire performance (e.g., water, gravel, soil, fallen leaves, etc.) is placed in the tank 68 so that it covers the road surface 63a. The use of the tank 68 makes it possible to deposit a thick layer of foreign matter on the road surface 63a. Note that, although the frame portion 67 in this modified example is attached to the upper surface of the base 62, the frame portion 67 may also be attached to the side of the base 62. The frame portion 67 may also be attached to the upper surface of the pavement portion 63.

[0119] The road surface portion 60A also includes a temperature adjusting means 64 capable of adjusting the temperature of the road surface 63a. The temperature adjusting means 64 of this modified example includes a flow path 64a embedded in the base 62, a temperature sensor 64b for detecting the temperature of the road surface 63a, and a temperature adjusting device 64c (FIG. 27). The temperature sensor 64b is a contact-type temperature sensor using, for example, a thermocouple or a thermistor, or a non-contact-type temperature sensor such as an infrared sensor. The temperature adjusting device 64c is connected to the control unit 72 and adjusts the temperature of the road surface 63a to a set temperature based on commands from the control unit 72. Specifically, the temperature adjusting device 64c adjusts the temperature of a heat medium (for example, water containing oil or antifreeze) based on the detection result of the temperature sensor 64b and sends this heat medium to the flow path 64a. By flowing the heat medium, whose temperature has been adjusted by the temperature adjusting device, through the flow path 64a, the road surface 63a can be adjusted to a predetermined temperature. The surface of the base 62 is covered with a heat insulating material 69 in order to stabilize the temperature of the road surface 63a and increase the efficiency of heat utilization.

[0120] The temperature adjusting means 64 can adjust the temperature of the road surface 63a over a wide range, from low (e.g., -40°C) to high (e.g., 80°C). A frozen road surface can be created by storing water in the tank 68 and setting the set temperature of the road surface 63a below freezing. In other words, by using the road surface portion 60A of this modified example, it is possible to conduct braking tests on ice. Furthermore, it is possible to conduct braking tests on snow by putting snow in the tank 68.

[0121] The flow paths 64a are formed parallel to the road surface 63a and meander at equal intervals within the base 62. The base 62 is divided into a plurality of sections (base units 620) in the extension direction, and each section is provided with a separate flow path 64a. This configuration makes it possible to adjust the temperature of the entire road surface 63a to a more uniform level.

[0122] Next, a description will be given of the load detection unit 165. The load detection unit 165 is a component capable of detecting the distribution of the load applied to the tire tread.

[0123] 16 and 17 are a plan view and a left side view, respectively, showing the load detection unit 165 and its surroundings on the road surface portion 60. Also, FIGS. 18-20 are a front view, a left side view, and a plan view, respectively, of the load detection unit 165.

[0124] 16 and 17, a recess 60p that is elongated in the Y-axis direction is formed on the upper surface of the main body 60a of the road surface portion 60. The load detection unit 165 is housed in the recess 60p and fixed to the bottom surface of the recess 60p.

[0125] As shown in Figures 18-20, the load detection section 165 includes a fixed frame 1658, a movable frame 1659, a pair of linear guides 1654, a sensor array unit 1650, a moving unit 1655, and a sensor position detection section 1656. Note that in Figure 18, the linear guides 1654 and a rail support section 1658b of the fixed frame 1658, which will be described later, are not shown. The movable frame 1659 is supported by the pair of linear guides 1654 so as to be movable in the Y-axis direction (i.e., the width direction of the road surface section 60). The sensor array unit 1650 is attached to the upper surface of the movable frame 1659. Details of the sensor array unit 1650 will be described later.

[0126] FIG. 21 is a plan view showing the load detection section 165 with the movable section (that is, the movable frame 1659 and the sensor array unit 1650) removed.

[0127] 19 and 21, the fixed frame 1658 includes a substantially rectangular base plate 1658a and a pair of rail support portions 1658b fixed to the upper surface of the base plate 1658a. The pair of rail support portions 1658b are aligned at a distance in the X-axis direction with their length directions aligned in the Y-axis direction.

[0128] The linear guide 1654 includes a rail 1654a extending in the Y-axis direction and multiple (three in this embodiment) carriages 1654b (hereinafter referred to as "runners 1654b") that can run on the rail 1654a. The rail 1654a is attached to the upper surface of the rail support portion 1658b. The runners 1654b are attached to the lower surface of the movable frame 1659. The linear guide 1654 guides the movement of the movable frame 1659 in the Y-axis direction.

[0129] The moving unit 1655 is disposed between the pair of rail support portions 1658b and the linear guide 1654. The moving unit 1655 includes a servo motor 1655m and a ball screw mechanism 1655b. The ball screw mechanism 1655b includes a ball screw 1655ba, a nut 1655bb, a bearing portion 1655bc, and a bearing portion 1655bd.

[0130] The ball screw 1655ba is rotatably supported at both ends by a pair of bearings 1655bc and 1655bd. One end of the ball screw 1655ba is connected to the shaft of a servo motor 1655m. A nut 1655bb that engages with the ball screw 1655ba is attached to the underside of the movable frame 1659. When the servo motor 1655m rotates the ball screw 1655ba, the movable frame 1659 and the sensor array unit 1650 move in the Y-axis direction together with the nut 1655bb. In other words, the rotational drive of the servo motor 1655m can change the position of the sensor array unit 1650 in the Y-axis direction.

[0131] 21 , the sensor position detection unit 1656 includes a movable arm 1656a, a plurality of (three in this embodiment) proximity sensors 1656c, and a sensor mounting unit 1656b. The distal end of the movable arm 1656a is fixed to a movable frame 1659, and is movable in the Y-axis direction together with the movable frame 1659. The sensor mounting unit 1656b is attached to a fixed frame 1658.

[0132] The multiple proximity sensors 1656c are arranged at intervals (for example, at equal intervals) in the Y-axis direction with their detection surfaces 1656cf facing in the positive direction of the X-axis, and are attached to the sensor attachment portion 1656b.

[0133] A proximity portion 1656ap that is close to the proximity sensor 1656c is formed at the tip of the movable arm 1656a. In this embodiment, the proximity portion 1656ap is formed by bending the tip of the movable arm 1656a into a crank shape. The proximity portion 1656ap is disposed at the same height as the detection surfaces 1656cf of the multiple proximity sensors 1656c. The detection surfaces 1656cf of the multiple proximity sensors 1656c are also disposed at intervals within the movable range of the proximity portion 1656ap in the Y-axis direction.

[0134] Fig. 22 is an enlarged view of the area E surrounded by the two-dot chain line in Fig. 18. As shown in Figs. 18 and 22, the sensor array unit 1650 includes a frame 1650a and a plurality of (150 in this embodiment) load detection modules 1650m. A recess 1650ap that is long in the Y-axis direction is formed in the center of the upper surface of the frame 1650a. The plurality of load detection modules 1650m are housed in the recess 1650ap and fixed to the bottom surface of the recess 1650ap.

[0135] The load detection modules 1650m are arranged at equal intervals (for example, with almost no gaps) in a lattice pattern in two directions, the X-axis direction and the Y-axis direction. In this embodiment, 150 load detection modules 1650m are arranged in 5 rows in the X-axis direction and 30 rows in the Y-axis direction.

[0136] The load detection module 1650m includes a three-component force sensor 1651, a paving portion 1652, and a bolt 1653. The three-component force sensor 1651 is a cylindrical piezoelectric element with its central axis facing the Z-axis direction. The paving portion 1652 is a rectangular parallelepiped member with equal lengths in the X-axis and Y-axis directions, formed from, for example, the same simulated paving material or paving material as the paving portion 63. Note that the shapes of the three-component force sensor 1651 and the paving portion 1652 are not limited to these shapes. For example, the shape of the three-component force sensor 1651 may be rectangular parallelepiped, and the shape of the paving portion 1652 may be cylindrical.

[0137] A hole 1651b penetrating in the Z-axis direction is formed in the center of the cylindrical three-component force sensor 1651. Furthermore, a bolt hole 1652b extending in the Z-axis direction is formed in the center of the pavement 1652. The load detection module 1650m is integrated and fixed to the frame 1650a by a bolt 1653 that is passed through the hole 1651b of the three-component force sensor 1651 and screwed into the bolt hole 1652b of the pavement 1652. The upper surface of the pavement 1652 is arranged horizontally at the same height and forms the road surface 1652a. The area in the X-axis and Y-axis directions in which the load detection modules 1650m are arranged becomes the detection area of ​​the sensor array unit 1650. The width (i.e., the length in the Y-axis direction) Ly (Figure 20) of the detection area of ​​the sensor array unit 1650 is sufficiently wider than the tread width of the test tire T, so that the entire width of the tire tread of the test tire T can come into contact with the road surface 1652a.

[0138] The three-component force sensor 1651 detects the following three types of forces f applied to the road surface 1652a of each load detection module 1650m (i.e., applied to the tire tread): R , f T and f L is detected. a) radial force f R b) Tangential force f T c) Lateral force f L

[0139] By using the load detection unit 165, it is possible to detect the distribution of the force that the road surface receives from the tire tread of the test tire T (that is, the force applied to the tire tread) and its change over time.

[0140] 27 is a block diagram showing a schematic configuration of a control system 1a of the tire testing 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 with the outside.

[0141] The control unit 72 is connected to the servo motors 141 of each drive unit 14, the servo motor 32 of the torque applying device 30, the servo motor 451 of the load adjustment unit 45, the servo motor 461 of the slip angle adjustment unit 46, the servo motor 1655m of the moving unit 1655, and the servo motor 276b of the hydraulic supply device 276 via servo amplifiers 141a, 32a, 451a, 461a, 1655a, and 276a, respectively.

[0142] The control unit 72 and each of the servo amplifiers 141a, 276a, 32a, 451a, and 461a are communicably connected by optical fibers, enabling high-speed feedback control between the control unit 72 and each of the servo amplifiers, thereby enabling more precise (high resolution and accuracy on the time axis) synchronous control.

[0143] The control unit 72 is also connected to a temperature adjustment device 64c.

[0144] The six-component force sensor 282 of the spindle unit 28, the three-component force sensor 1651 of the load detection unit 165, and the proximity sensor 1656c of the sensor position detection unit 1656 are connected to the measurement unit 74 via preamplifiers 282a, 1651a, and 1656ca, respectively. The signals from the six-component force sensor 282, the three-component force sensor 1651, and the proximity sensor 1656c are amplified by the preamplifiers 282a, 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 FIG. 27 shows only one each of the three-component force sensor 1651, preamplifier 1651a, proximity sensor 1656c, and preamplifier 1656ca.

[0145] Phase information detected by the rotary encoders RE built into the servo motors 141, 32, 451, 461, 1655m and 276b is input to the control unit 72 via the servo amplifiers 141a, 32a, 451a, 461a, 1655a and 276a, respectively.

[0146] The interface unit 76 includes, for example, one or more of a user interface for inputting and outputting data to and from the user, a network interface for connecting to various networks such as a LAN (Local Area Network), and various communication interfaces such as a USB (Universal Serial Bus) or a GPIB (General Purpose Interface Bus) for connecting to external devices. The user interface also includes, for example, one or more of various input / output devices such as various operation switches, a display, various display devices such as an LCD (Liquid Crystal Display), various pointing devices such as a mouse or a touchpad, a touch screen, a video camera, a printer, a scanner, a buzzer, a speaker, a microphone, and a memory card reader / writer.

[0147] The control unit 72 can make the carriage 20 travel at a predetermined speed by synchronously controlling the driving of the servo motors 141 of each drive unit 14 based on 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 drive units 14LA and 14LB on the left side and the drive units 14RA and 14RB on the right side are driven in opposite phases [reverse rotation]).

[0148] The control unit 72 can also apply a predetermined longitudinal force to the test tire T by controlling the drive of the servo motor 32 of the torque applying device 30 based on setting data for the longitudinal force (braking force or driving force) to be applied to the test tire T obtained via the interface unit 76. The control unit 72 can also apply a predetermined torque to the test wheel W by controlling the torque applying device 30 based on setting data for torque (or setting data for acceleration) instead of setting data for the longitudinal force.

[0149] The control unit 72 can synchronize the control of the drive unit 14, which causes the carriage 20 to travel at a predetermined traveling speed (and at the same time rotates the test tire T at a peripheral speed approximately the same as the traveling speed), and the control of the torque applying device 30, which applies a longitudinal force (or torque) to the test tire T, based on a synchronization signal.

[0150] The torque waveform generated by the torque applying device 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, as well as a longitudinal force (or torque) waveform measured in a road test, a longitudinal force (or torque) waveform obtained by a simulation calculation, or any other composite waveform (for example, a waveform generated by a function generator, etc.).

[0151] Similarly, for controlling the running speed of the carriage 20 (or the rotation speed of the test wheel W), in addition to the basic waveform, the waveform of the wheel rotation speed measured in a road test, the waveform of the speed change obtained by simulation calculation, or any other composite waveform (for example, a waveform generated by a function generator, etc.) can be used.

[0152] Next, a procedure for changing the position of sensor array unit 1650 in the Y-axis direction by moving unit 1655 will be described. In the initial state shown in FIG. 21, sensor array unit 1650 is positioned so that proximity portion 1656ap of movable arm 1656a faces detection surface 1656cf of central proximity sensor 1656c. For example, when a user operates the touch screen to issue an instruction to move sensor array unit 1650 to the left (positive direction of the Y-axis), control unit 72 sends a counterclockwise rotation command to servo amplifier 1655a so that sensor array unit 1650 moves in the positive direction of the Y-axis. Upon receiving the counterclockwise rotation command, servo amplifier 1655a supplies a drive current to servo motor 1655m to rotate it counterclockwise. When the servo motor 1655m is driven counterclockwise by a drive current, the ball screw 1655ba rotates counterclockwise together with the shaft of the servo motor 1655m, and the sensor array unit 1650 moves in the positive direction of the Y axis together with the nut 1655bb and the movable frame 1659.

[0153] As the sensor array unit 1650 moves in the positive direction of the Y axis, the proximity portion 1656ap of the movable arm 1656a moves away from the detection surface 1656cf of the central proximity sensor 1656c, causing the central proximity sensor 1656c to no longer detect proximity. Eventually, the proximity portion 1656ap of the movable arm 1656a reaches a position facing the detection surface 1656cf of the left (positive Y axis) proximity sensor 1656c. At this time, the left proximity sensor 1656c detects proximity and outputs a proximity signal indicating the detection. The measurement unit 74 receives the proximity signal via the preamplifier 1656ca and notifies the control unit 72 that the sensor array unit 1650 has reached its home position on the left side. Upon receiving the notification from the measurement unit 74, the control unit 72 sends a drive stop command to the servo amplifier 1655a. Upon receiving the drive stop command, the servo amplifier 1655a stops supplying drive current to the servo motor 1655m. As a result, the shaft of servo motor 1655m and ball screw 1655ba stop rotating, and nut 1655bb and sensor array unit 1650 also stop rotating, completing the movement of sensor array unit 1650.

[0154] By installing the moving unit 1655, the length Ly (Figure 20) of the detection area of ​​the sensor array unit 1650 in the Y-axis direction can be shortened, thereby reducing the number of load detection modules 1650m required to measure the load distribution, and thereby reducing the costs required for manufacturing and maintaining the sensor array unit 1650.

[0155] Next, a description will be given of a method for acquiring the load distribution applied to the tire tread using the load detection unit 165. Fig. 23 is a flowchart showing the steps of the method for acquiring the load distribution applied to the tire tread.

[0156] When the power switch of the tire testing apparatus 1 is turned on, the control unit 72 first performs an initialization process S1. As shown in FIG. 2, in the initial state, the carriage 20 is at an initial position (initial running position) P 1 , which is set near the end of its movable range in the negative X-axis direction. X0 The slide frame 44 (FIG. 4) is positioned at an initial position P Z0 It is placed at the initial position P Z0 At this point, the test wheel W is lifted from the road surface 63a, allowing the test wheel W to be attached / detached and its alignment to be adjusted. In addition, the slip angle adjustment unit 46 and the camber adjustment unit 47 adjust the slip angle and camber to their set values, respectively.

[0157] With the test wheel W lifted off the road surface 63a, the servo motor 32 of the torque applying device 30 is driven, and the test wheel W is rotated to a rotational position θ W is the initial rotation position θ W0 , and the initialization process S1 is completed. H indicates the travel position P of the carriage 20. X In the initial state, the torque applying device 30 is always at the initial rotation position θ H0 will be placed in.

[0158] After the initialization process S1 is completed, if an instruction to start the test is given, for example, by a user operating the touch screen (S2: YES), the measurement set number k, which is a counter, is reset to 1 (S3), and the test wheel W is lowered by the load adjustment unit 45 so that it touches the road surface 63a and the set load is applied (S4).

[0159] Next, the first measurement set S5 is performed. In measurement set S5, the servo motors 141 of each drive unit 14 are driven, the carriage 20 travels at a set traveling speed, and the test wheel W rotates at a peripheral speed substantially the same as the traveling speed of the carriage 20. In addition, the servo motors 32 of the torque applying device 30 are driven, and a set torque is applied to the test wheel W.

[0160] In the measurement set S5, the forces applied to the road surface 1652a and the test wheel W are detected at predetermined time intervals (for example, every 5 milliseconds) by the three-component force sensor 1651 of the load detection unit 165 and the six-component force sensor 282 of the spindle unit 28. The time intervals for detection by the three-component force sensor 1651 and the six-component force sensor 282 are set appropriately depending on the test conditions (for example, the running speed of the carriage 20 and the required test accuracy).

[0161] In addition, in the measurement set S5, the travel position P X and the rotational position θ of the test wheel W W is calculated at predetermined time intervals (for example, the same time intervals as the detection by the three-component force sensor 1651). X is calculated from the detection result of the rotary encoder RE (FIG. 27) built into the servo motor 141 of the drive unit 14, the reduction ratio of the reducer 142, and the pitch circle diameter of the drive pulley 52 of the belt mechanism 50. In the description of this embodiment, the travel position P X is defined as the position of the rotation axis Ay of the test wheel W in the running direction of the carriage 20 (X-axis direction).

[0162] Rotational position θ of test wheel W Wis calculated based on the detection results of the rotary encoder 39 of the torque applying device 30 and the rotary encoder RE built into the servo motor 32. Specifically, the rotational position θ of the test wheel W W is the rotational position θ of the shaft 321 of the servo motor 32 detected by the rotary encoder RE of the servo motor 32. M (However, the initial rotation position θ M0 is set to 0 [rad].) multiplied by the reduction ratio of the reducer 33 (i.e., the rotational position θ S ) relative to the rotational position θ of the housing 31 of the torque applying device 30 detected by the rotary encoder 39. H is calculated by adding

[0163] The rotational position θ of the output from the torque applying device 30 T A detection means such as a rotary encoder for detecting the rotational position θ of the test wheel W (for example, the rotational position of the spindle 280 or the shafts 261 and 263) is provided. W Alternatively, the configuration may be such that the signal is directly detected.

[0164] The detection results of the three-component force sensor 1651 and the six-component force sensor 282 are detected at the same timing by the rotary encoder RE built in the servo motor 141 of the drive unit 14 (i.e., the travel position P X ) and the rotational position θ of the test wheel W W The detected results are stored in the storage device 721 of the control unit 72 (or in a storage means accessible by the control unit 72, such as the server 77 connected to the control unit 72 via a LAN) in association with the detected results. Note that the detection results of the three-component force sensor 1651 may be configured to record only the period when the test wheel W passes through the sensor array unit 1650 and a predetermined period before and after that. This reduces the amount of data to be stored.

[0165] When the carriage 20 reaches the end of the travel section and stops, the load adjusting unit 45 raises the test wheel W to a height (for example, the same height as in the initial state) at which the test wheel W rises above the road surface 63a (S6). Then, the driving unit 14 is driven, and the carriage 20 returns to the initial position P X0 Go to (S7).

[0166] The above steps S4 to S9 are repeated until the number of measurement sets k reaches the specified number of times n (S8). If the number of measurement sets k has not reached the specified number of times n (S8: NO), the servo motor 32 of the torque applying device 30 is driven to change the rotational position θ W is the rotation position θ W0 +k*Δθ W (S9), and the counter k is incremented (S12). That is, each time the number of measurement sets k is increased by one, the initial position P X0 The rotational position θ of the test wheel W at W is the angular width Δθ W is changed one by one.

[0167] Angle width Δθ W is, for example, the central angle θ of the test wheel W corresponding to the length Lx (FIG. 19) of the detection area of ​​the sensor array unit 1650 in the X-axis direction. C1 (That is, the rotation angle θ when the test wheel W rolls the distance Lx C1 ) is set to the following value. For example, the angle width Δθ W is the central angle θ of the test wheel W corresponding to the arrangement interval δ of the load detection module 1650 m (Fig. 19). C2 The same value as the central angle θ C2 is set to a value slightly smaller than

[0168] Also, the angle width Δθ W may be set to, for example, 2π divided by a specified number of times n. In this case, the entire circumference of the test wheel W is measured thoroughly by the n measurement sets.

[0169] When the measurement set is completed the specified number of times n (S8: YES), the load profile calculation S10 is performed next.

[0170] 24 is a flowchart showing the procedure of the load profile calculation S10. The load profile calculation S10 is a process of calculating load profile data based on the measurement results obtained by the n measurement sets S5.

[0171] The load profile data is based on three types of forces acting on the tire: radial force f R , tangential force f T and lateral force f L ) is data associated with planar coordinates on the road surface.

[0172] In the load profile calculation S10, first, the coordinates of each load detection module 1650m are calculated (S101). In this embodiment, the coordinates of the center point on the top surface of the load detection module 1650m are defined as the coordinates of the load detection module 1650m.

[0173] 25 is a diagram showing the positional relationship between the load detection modules 1650m and the rotation axis Ay of the test wheel W. As described above, in this embodiment, 150 load detection modules 1650m are arranged in 5 rows in the X-axis direction and 30 rows in the Y-axis direction. In the following description, the row number of the load detection modules 1650m in the X-axis direction is designated p, and the row number of the load detection modules 1650m in the Y-axis direction is designated q, and the arrangement of the load detection modules 1650m is represented by a pair of positive integers [p, q] (hereinafter referred to as "address [p, q]").

[0174] In addition, the (x, y) coordinate system is used in the load profile calculation S10. The (x, y) coordinate system is a two-dimensional Cartesian coordinate system parallel to the (X, Y) coordinate system, with the center of the top surface of the load detection module 1650m located at address [3, 1] as its origin. That is, the xy plane is the plane on which the road surfaces 63a and 1652a of the road surface section 60 are located. In addition, in this embodiment, the origin of the (x, y) coordinate system (i.e., the position of the load detection module 1650m located at address [3, 1]) is defined as the position of the sensor array unit 1650. In the following description, coordinates with a fixed point as the origin are referred to as absolute coordinates, and coordinates with a movable point as the origin are referred to as relative coordinates. In the load profile calculation S10, the absolute coordinates of each load detection module 1650m are calculated.

[0175] In this embodiment, the load detection modules 1650m are arranged in the x-axis direction and the y-axis direction at equal intervals δ. Therefore, the x and y coordinates of the address [p, q] are calculated by the following equations. x = (p-3)*δ y = (q-1)*δ

[0176] Next, the x-coordinate of the rotation axis Ay of the test wheel W (hereinafter referred to as "coordinate x Ay ") is calculated (S102). Ay is calculated by the following formula: x Ay = P X -S X however, P X : Running position P of test wheel W X X coordinate of (rotation axis Ay) S X : X coordinate of the origin of the (x,y) coordinate system

[0177] That is, in step S102, the coordinates of the rotation axis Ay of the test wheel W are converted from the XY coordinate system to the xy coordinate system.

[0178] Next, the test wheel W's running position P X The relative position (relative coordinates) of the load detection module 1650m with respect to the rotation axis Ay is calculated (S103). r ,y r ) is calculated by the following equation: In this embodiment, load profile data of relative coordinates with respect to the rotation axis Ay is acquired. x r = x - x Ay y r = y

[0179] Next, all the measurement results (i.e., the radial force f measured by each load detection module 1650m) are R , tangential force f T and lateral force f L ) to the relative coordinate (x r ,y r ) by averaging three types of forces f R , f T and f L In step S104, the load profile data may be calculated as an approximate curved surface obtained by regression analysis (for example, curved surface fitting such as the least squares method).

[0180] In step S104, the rotational position θ of the test wheel W W (i.e., rotational position θ W In this case, the load profile data may be calculated taking into account the symmetry of the tread pattern of the test tire T about the rotation axis Ay. Specifically, the load profile data may be calculated by taking into account the rotational position θ W Load profile data may be calculated for each

[0181] In this embodiment, measurements are made for only one circumference of the test wheel W using n measurement sets, but more measurement sets may be added to make measurements for multiple circumferences. X0 The rotational position θ of the test wheel W at W The central angle θ of the test wheel W corresponding to the arrangement interval δ of the load detection module 1650 m C2 Since multiple measurement sets are performed while changing the angle by a factor of 1, the resolution of the load profile data in the x-axis direction is approximately the spacing δ of the load detection modules 1650 m. C2 1 / 10 of the rotation position θ W By repeatedly performing the measurement set while changing the central angle θ, the effective resolution in the x-axis direction can be made finer than the arrangement interval δ of the load detection modules 1650 m. For example, C2 The rotation position θ W If the measurement set is repeated while changing , the effective resolution in the x-axis direction can be reduced to about δ / m.

[0182] In this embodiment, the length Lx (FIG. 19) of the detection area of ​​the sensor array unit 1650 in the X-axis direction is shorter than the length of the tire tread in the X-axis direction. Therefore, the entire load distribution on the tire tread cannot be obtained by rolling the test wheel W over the sensor array unit 1650 only once.

[0183] Therefore, in this embodiment, the rotational position θ of the test wheel W when rolling on the sensor array unit 1650 is W This method measures the load distribution on the tire tread surface multiple times while shifting the sensor array unit 1650. This makes it possible to shorten the length of the detection area of ​​the sensor array unit 1650 in the X-axis direction and reduce the number of load detection modules 1650m required to measure the load distribution, thereby reducing the costs required for manufacturing and maintaining the sensor array unit 1650.

[0184] Furthermore, by repeatedly performing measurement sets while changing the Y-axis position of sensor array unit 1650 by a predetermined interval using moving unit 1655, the effective resolution in the y-axis direction can be reduced. In this case, a position-controllable motor (e.g., a servo motor or a stepping motor) is used as servo motor 1655m of moving unit 1655. For example, by repeatedly performing measurement sets while changing the Y-axis position of sensor array unit 1650 by 1 mm, the effective resolution in the y-axis direction can be reduced to about 1 mm.

[0185] Next, a load profile image created based on the calculated load profile data is displayed on the display device of the interface unit 76, and the load distribution applied to the tire tread is visualized (S11). Figure 26 shows an example of a load profile image. Figure 26(a) shows the tangential force f T , Figure 26(b) shows the lateral force f L , Figure 26(c) shows the radial force f R The load profile image shown in Fig. 26 shows the load profile at each position (x r ,y r ) is converted into brightness. The form of the load profile image is not limited to that of this embodiment, and may be another form such as a three-dimensional CG image.

[0186] The above is a description of the embodiments of the present invention. The embodiments of the present invention are not limited to those described above and can be modified in various ways. For example, the embodiments of the present application also include configurations that appropriately combine configurations of the embodiments, etc., explicitly shown as examples in this specification and / or configurations of the embodiments, etc., that are obvious to those skilled in the art from the description in this specification.

[0187] Although the tire testing device 1 includes two belt mechanisms 50 in the above embodiment, it may include one belt mechanism 50 or three or more belt mechanisms 50.

[0188] In the above embodiment, the belt mechanism 50 is driven by the power generated by a pair of drive units 14, but it may be configured to be driven by one drive unit 14 or three or more drive units 14.

[0189] In the above embodiment, toothed belts and toothed pulleys are used for each of the belt mechanisms 50, 23, and 24, but flat belts or V-belts may be used instead of toothed belts for one or more of the belt mechanisms. Also, instead of the belt mechanisms, 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.

[0190] In the above embodiment, the power to drive the carriage 20 and the power to drive the test wheel W (spindle 280) are supplied by a common drive unit 14 and transmitted by a common belt mechanism 50, 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 (for example, separate belt mechanisms). In this case, to match the running speed of the carriage 20 and the peripheral speed of the test wheel W, it is necessary to synchronize the drive of the drive unit for driving the carriage and the drive unit for driving the test wheel.

[0191] In the above embodiment, a simple drive system and control system are realized by sharing parts (drive unit 14 and belt mechanism 50) of the mechanism that drives the carriage 20 (carriage drive means) and the mechanism that drives the test wheel W (test wheel drive means). Sharing the carriage drive means and the test wheel drive means (particularly sharing the drive unit 14) is made possible by introducing the torque applying device 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.

[0192] In the above embodiment, the right-side drive units 14RA and 14RB function as both the carriage drive unit and the rotational motion supply unit, and the left-side drive units 14LA and 14LB function as the carriage drive unit. However, the present invention is not limited to this configuration. For example, the left-side drive units 14LA and 14LB may function as both the carriage drive unit and the rotational motion supply unit, and the right-side drive units 14RA and 14RB may function as the carriage drive unit. Alternatively, both the left-side drive units 14LA and 14LB and the right-side drive units 14RA and 14RB may function as both the carriage drive unit and the rotational motion supply unit. This configuration can be realized, for example, by connecting two shafts 223B, the left and right driven units 22R and 22L (in other words, by replacing the left and right driven units 22R and 22L with a single long shaft 223B).

[0193] In the third modification, the initial position P Z0 The rotational position θ of the test wheel W at W By changing the initial position P, it is possible to measure the load profile of the tire tread that is longer than the length Lx of the detection area of ​​the sensor array unit 1650 in the X-axis direction. However, by providing a means for changing the position of the sensor array unit 1650 in the X-axis direction, it is possible to change the initial position P for each measurement set. Z0 The rotational position θ of the test wheel W at W This makes it possible to measure the load profile of a tire tread longer than length Lx without changing the length L. The means for changing the position of sensor array unit 1650 in the X-axis direction can be configured, for example, by a position-controllable motor and a feed screw mechanism (for example, a ball screw mechanism), similar to moving unit 1655.

[0194] In the above embodiment, the rod 134a etc. is supported by a pair of single-row bearings 137a etc. in the guide mechanism 13 of the track portion 10, but 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.

[0195] In the above embodiment, heat-treated rails are used in the guide mechanism 13 of the track 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 E 1103:1993) may also be used. Furthermore, rails of other shapes, such as double-headed rails, bull's-head rails, and bridge rails, may also be used, not limited to flat-bottom rails.

[0196] In the above embodiment, a servo 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, etc.) may be used.

[0197] In the above embodiment, AC servo motors 32, 451, and 461 are used in the torque applying device 30, the load adjusting unit 45, and the slip angle adjusting unit 46, respectively, but the present invention is not limited to this configuration. Instead of an AC servo motor, another type of motor capable of position control (for example, a DC servo motor or a stepping motor) may be used.

[0198] <Summary> The above-described embodiments of the present invention will be summarized below.

[0199] According to one embodiment of the present invention, there is provided a tire testing device comprising: a road surface; a carriage that rotatably holds a test wheel fitted with a test tire and that can run along the road surface with the test tire in contact with the road surface; and a guide mechanism that guides the movement of the carriage in the running direction, wherein the guide mechanism comprises a rail that extends in the running direction of the carriage and a runner that is fixed to the carriage and can run on the rail, the runner comprises a roller that can roll on the rail and a bearing that rotatably supports the roller, and the bearing is a rolling bearing that has rolling elements that roll on a circular track.

[0200] In the above tire testing apparatus, the runner may be configured to have a plurality of rollers, including a first roller capable of rolling on the upper surface of the rail head, and at least one of a second roller capable of rolling on the lower surface of the rail head, and a third roller capable of rolling on the side surface of the rail head.

[0201] In the tire testing apparatus described above, the plurality of rollers may be divided into a plurality of sets, the plurality of sets of rollers may be arranged in the running direction of the carriage, and each set may include a first roller and at least one of a second roller and a third roller.

[0202] In the above tire testing apparatus, the runner may include a frame attached to the carriage and a plurality of rods supported by the frame, and the bearing may include an inner ring fitted with the rod and an outer ring fitted with the inner surface of the roller.

[0203] The above tire testing apparatus may be configured to include a plurality of guide mechanisms, including a first guide mechanism and a second guide mechanism, with rails arranged parallel to each other, and at least one of the second roller and the third roller of each of the first guide mechanism and the second guide mechanism may be arranged between the rails of the first guide mechanism and the second guide mechanism.

[0204] The above tire testing apparatus may be configured to include a plurality of guide mechanisms including a first guide mechanism and a second guide mechanism whose rails are arranged parallel to each other, and the rails of the first guide mechanism and the second guide mechanism may be arranged between at least one of the second roller and the third roller of the first guide mechanism and at least one of the second roller and the third roller of the second guide mechanism.

[0205] The tire testing apparatus may be configured to include a road surface portion having a road surface, at least a part of which is configured as a replaceable road surface unit.

[0206] In the above tire testing apparatus, the road surface portion may comprise a base and a pavement portion provided on the base and having a road surface formed on its surface, and at least a portion of the pavement portion may be configured to be composed of at least one road surface unit.

[0207] In the above-mentioned tire testing apparatus, the road surface portion may include a main body portion having a base and a pavement portion provided on the base and having a road surface formed on its surface, and at least a portion of the main body portion may be configured to be composed of at least one road surface unit.

[0208] In the tire testing apparatus described above, the road surface portion may be configured to include a frame portion that forms a tank together with the base.

[0209] In the tire testing device described above, the road surface may be a simulated road surface made of a material different from the surface of an actual road.

[0210] The above tire testing device may be configured to include a drive system for driving the test wheel and the carriage.

[0211] In the tire testing apparatus described above, the drive system may be configured to include a carriage drive means for driving the carriage at a predetermined speed relative to the road surface.

[0212] In the tire testing apparatus described above, the drive system may be configured to include a test wheel drive means for driving the test wheel. The test wheel drive means may be configured to drive the test wheel at a rotation speed corresponding to a predetermined speed.

[0213] In the tire testing apparatus described above, the drive system may be configured to include a first power generating means for generating power used to drive the carriage and the test wheel.

[0214] In the tire testing apparatus described above, the drive system may be configured to include a power distribution means for distributing the power generated by the first power generation means to the carriage drive means and the test wheel drive means.

[0215] In the tire testing apparatus described above, the drive system may be configured to include a first wrapping transmission mechanism that transmits the power generated by the first power generating means.

[0216] In the above tire testing apparatus, the first wrapping transmission mechanism may include a drive pulley connected to the output shaft of the first power generating means, a driven pulley held by the carriage and connected to the test wheel, and a first wrapping medium node stretched across the drive pulley and driven pulley, and the first wrapping medium node may have a first part and a second part that are stretched in the running direction of the carriage and driven in opposite directions, with the first part passing through the driven pulley and the second part being fixed to the carriage.

[0217] In the above tire testing apparatus, the drive system may be configured to include a secondary power transmission unit that is connected to the first wrapping transmission mechanism and transmits at least a portion of the power transmitted by the first wrapping transmission mechanism to the drive wheels.

[0218] In the tire testing device described above, the driven pulley may be coupled to the input shaft of the secondary power transmission section.

[0219] In the above tire testing apparatus, the drive system may include a pair of first power generating means, the first wrapping transmission mechanism may include a pair of drive pulleys respectively coupled to the output shafts of the pair of first power generating means, and the first wrapping intermediate node may form a loop and be stretched over the pair of drive pulley and driven pulley.

[0220] In the tire testing device described above, the first winding medium node may be a toothed belt having a core wire of a steel wire.

[0221] In the tire testing device described above, the first winding medium node may be a toothed belt having a carbon core wire.

[0222] The tire testing device may be configured to include a base to which rails are attached.

[0223] In the tire testing device described above, the test wheel driving means may be configured to include second power generating means for generating power for driving the test wheel to rotate.

[0224] In the tire testing apparatus described above, the test wheel driving means may be configured to include power combining means for combining the power generated by the first power generating means and the power generated by the second power generating means.

[0225] In the above tire testing apparatus, the first power generating means may include a first motor installed on the base, and the second power generating means may include a second motor installed on the carriage.

[0226] In the tire testing apparatus described above, the test wheel drive means may be configured to include a rotational motion supply means for supplying rotational motion with a rotational speed corresponding to the carriage speed, and a torque applying means for changing the phase of the rotational motion supplied from the rotational motion supply means to apply a predetermined torque to the test wheel.

[0227] In the tire testing apparatus described above, the rotational motion supplying means may include a first motor installed on the base, and the torque applying means may include a second motor installed on the carriage.

[0228] In the tire testing apparatus described above, the torque applying means may include power combining means for combining the power generated by the first motor and the power generated by the second motor.

[0229] In the above tire testing apparatus, the torque applying means may include a rotating frame to which a second motor is attached and which is driven to rotate by power generated by the first motor, and a shaft driven by the second motor, with the shaft and rotating frame arranged concentrically.

[0230] In the above tire testing apparatus, the torque applying means may include a pair of bearings that rotatably support the rotating frame, the rotating frame being cylindrical and having a motor housing that houses the second motor, and a pair of shafts that are smaller in diameter than the motor housing and are provided on both axial sides of the motor housing, the pair of shafts being rotatably supported by the pair of bearings, one of the shafts being cylindrical with a shaft passing through its hollow portion, and a bearing that rotatably supports the shaft being provided on the inner circumference of the shaft.

[0231] In the above tire testing apparatus, the secondary power transmission unit may be configured to include a second shaft driven by the torque applying means, a bearing that rotatably supports the second shaft, and a sliding constant velocity joint that connects the second shaft and the spindle.

[0232] In the above tire testing apparatus, the test wheel drive means may include a primary power transmission unit that transmits power supplied from the rotational motion supply means, and a secondary power transmission unit that is installed on the carriage, connected to the primary power transmission unit, and transmits the power transmitted by the primary power transmission unit to the test wheel, and the primary power transmission unit may include a first wrapping transmission mechanism that includes a pair of fixed pulleys arranged on either side of an area in which the carriage can travel, a movable pulley held by the carriage, and a first wrapping medium node that is stretched across the pair of fixed pulleys and the movable pulley, and at least one of the fixed pulleys may be a driving pulley connected to an output shaft of the rotational motion supply means, and the movable pulley may be a driven pulley connected to an input shaft of the secondary power transmission unit.

[0233] In the above tire testing apparatus, the secondary power transmission unit may include a second wrapping transmission mechanism, and the second wrapping transmission mechanism may include a drive pulley connected to the movable pulley of the first wrapping transmission mechanism, a driven pulley connected to the rotating frame of the torque applying means, and a second wrapping intermediate node stretched across the drive pulley and driven pulley of the second wrapping transmission mechanism.

[0234] In the tire testing apparatus described above, the secondary power transmission unit may include a rotatably supported spindle, the spindle being configured so that a test wheel can be coaxially attached and detached to the tip end thereof, and the spindle may include a force sensor capable of detecting the force applied to the test wheel.

[0235] In the above tire testing apparatus, the carriage may include a main frame, a swivel frame that can rotate relative to the main frame around a vertical line perpendicular to the road surface, and a slide frame that can slide relative to the main frame in a vertical direction perpendicular to the road surface, and the spindle may be supported on the main frame via the swivel frame and the slide frame.

[0236] In the tire testing apparatus described above, the carriage may be configured to include a curved guideway that guides the rotation of the rotating frame about a vertical line, and a linear guideway that guides the movement of the slide frame in the vertical direction.

[0237] In the tire testing apparatus described above, the slide frame may be configured to support the spindle rotatably about a horizontal axis perpendicular to both the center line and the vertical line of the spindle.

[0238] In the tire testing device described above, the carriage may be configured to include a load adjustment unit that can adjust the load applied to the test wheel by moving the slide frame in the vertical direction.

[0239] In the tire testing device described above, the carriage may be configured to include a slip angle adjustment unit that can adjust the slip angle of the test wheel relative to the road surface by rotating the rotating frame about a vertical line.

[0240] The tire testing device may be configured to include a camber adjustment unit that can adjust the camber of the test wheel relative to the road surface by rotating the spindle around a horizontal axis.

[0241] The tire testing device may be configured such that a load detection unit is provided on the upper surface of the road surface portion to detect the distribution of the load received by the tire tread of the test wheel.

[0242] In the tire testing apparatus described above, the load detection unit may be configured to include a plurality of load detection modules arranged in a grid pattern in the direction of carriage travel and the axial direction of the test wheel.

[0243] In the tire testing device, each of the load detection modules may be configured to include a three-component force sensor.

[0244] The above tire testing apparatus may be configured to include a measuring means for measuring the load distribution based on the detection results from the load detection unit, and the measuring means may be configured to calculate the radial force, tangential force, and lateral force acting on the tire tread based on the detection results from the three-component force sensor.

[0245] The tire testing device may be configured to include a storage means for storing the detected load distribution.

[0246] The tire testing device may further include a means for acquiring the running position of the test wheel in the running direction of the carriage, and the memory means may store the detected load distribution in association with the running position of the test wheel at the time the load distribution was detected.

[0247] The tire testing apparatus may further include a means for acquiring the rotational position of the test wheel, and the storage means may store the detected load distribution and the rotational position of the test wheel at the time the load distribution was detected, in association with each other.

[0248] In the tire testing apparatus described above, the storage means may be configured to store the load distribution and the force applied to the test wheel detected at the same time in association with each other.

[0249] The tire testing device may be configured to include a means for calculating the relative position of the load detection module with reference to the running position of the test wheel, and to calculate the measured value of the load distribution for the relative position.

[0250] In the tire testing device described above, the load distribution may be detected multiple times while the carriage is running, and the load distribution measurement value may be calculated by averaging the results of the multiple load distribution detections for each relative position.

[0251] The tire testing apparatus may be configured to calculate the load distribution measurement value by regression analysis.

[0252] In the tire testing device described above, the load detection unit may perform one set of measurements when the carriage travels in one direction, and the load distribution measurement value may be calculated based on the results of multiple sets of measurements by the load detection unit.

[0253] The tire testing device may be configured to include a means for changing the position of the load detection unit in the axial direction of the test wheel.

[0254] The tire testing device may be configured to include a means for changing the position of the load detecting unit in the running direction.

Claims

1. The road surface and a carriage that rotatably holds a test wheel on which a test tire is mounted and that can run along the road surface with the test tire in contact with the road surface; a guide mechanism that guides the movement of the carriage in the travel direction; Equipped with The guide mechanism is a rail extending in a traveling direction of the carriage; a runner attached to the carriage and capable of running on the rail; The runner, A plurality of rollers that can roll on the rail; a plurality of bearings that rotatably support the rollers, the bearing is a rolling bearing having rolling elements that roll on a circular track, The plurality of rollers a plurality of first rollers that can roll on the head upper surface of the rail; the plurality of first rollers are arranged continuously over substantially the entire length of the carriage; Tire testing equipment.

2. The plurality of rollers includes at least one of a second roller capable of rolling on the underside of the head of the rail and a third roller capable of rolling on the side of the head of the rail.

2. The tire testing apparatus according to claim 1.

3. The plurality of rollers are grouped into a plurality of sets, The plurality of sets of rollers are are aligned in the running direction of the carriage, each including the first roller and at least one of the second roller and the third roller; 3. The tire testing apparatus according to claim 2.

4. The runner, a frame attached to the carriage; a plurality of rods supported by the frame; The bearing is an inner ring fitted with the rod; an outer ring fitted to the inner peripheral surface of the roller; a plurality of the rolling elements interposed between an outer peripheral surface of the inner ring and an inner peripheral surface of the outer ring; Equipped with The tire testing device according to claim 2 or 3.

5. A system comprising a plurality of guide mechanisms including a first guide mechanism and a second guide mechanism, the rails of which are arranged parallel to each other; At least one of the second roller and the third roller of each of the first guide mechanism and the second guide mechanism is disposed between the rails of the first guide mechanism and the second guide mechanism. The tire testing device according to any one of claims 2 to 4.

6. A system including a plurality of guide mechanisms, including a first guide mechanism and a second guide mechanism, in which the rails are arranged parallel to each other; the rails of the first guide mechanism and the second guide mechanism are disposed between at least one of the second roller and the third roller of the first guide mechanism and at least one of the second roller and the third roller of the second guide mechanism; The tire testing device according to any one of claims 2 to 4.

7. The total length of the runner is approximately the same as the length of the underside of the main frame of the carriage in the running direction. The tire testing device according to any one of claims 1 to 6.

8. The rail is a railway rail. The tire testing apparatus according to any one of claims 1 to 7.

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