Wheel Test System

Abstract

To provide a wheel test system that can run a test in a driving situation more similar to the actual situation.SOLUTION: A wheel test system according to an embodiment of the present invention includes: a first test device having a rail for rolling a test wheel; a second test device having a rail wheel which rotates with the test wheel in contact with the test wheel; and a test data processor for processing test data obtained by the first test device and the second test device. The test data processor converts the result of the test run by the second test device to the result of the test run by the first test device on the basis of the result of the test run by the first test device and the result of the test run by the second test device.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] Testing devices are known for simulating the interaction between rails (hereinafter referred to as "rails") and wheels when a railway vehicle is running. For example, Patent Document 1 describes a testing device that can perform a test simulating the running state of a railway vehicle by rotating a wheel while pressing the wheel against a rail wheel, which is a disk-shaped member having a cross-sectional shape simulating a rail on its outer periphery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-271447 Summary of the Invention [Problem to be solved by the invention]

[0004] The test device described in Patent Document 1 has a problem in that the rail head surface that comes into contact with the wheel is an approximately cylindrical surface that has a curvature in the longitudinal cross section (i.e., a cross section perpendicular to the axle), and therefore it cannot accurately reproduce the running conditions of an actual railway vehicle running on rails where the rail head surface has no curvature in the longitudinal cross section.

[0005] The present invention has been made in view of the above circumstances, and has as its object to provide a wheel testing device that is capable of conducting tests under conditions that are closer to actual running conditions. [Means for solving the problem]

[0006] According to one embodiment of the present invention, there is provided a wheel testing system comprising a first testing device having a rail on which a test wheel rolls, a second testing device having a rail wheel that rotates together with the test wheel while in contact with the test wheel, and a test data processing device that processes test data obtained by the first testing device and the second testing device, wherein the test data processing device converts the test results obtained by the second testing device into test results obtained by the first testing device based on the test results obtained by the first testing device and the test results obtained by the second testing device. [Effects of the Invention]

[0007] According to one embodiment of the present invention, there is provided a wheel testing device that is capable of conducting tests under conditions that are closer to actual driving conditions. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a left side view of a rail-type wheel testing device according to a first embodiment of the present invention. FIG. [Figure 2] 1 is a plan view of a rail-type wheel testing device according to a first embodiment of the present invention. FIG. [Figure 3] FIG. 2 is a rear view of the rail-type wheel testing device according to the first embodiment of the present invention. [Figure 4] 1 is an enlarged view (left side view) of a rail-type wheel testing device according to a first embodiment of the present invention. [Figure 5] 1 is an enlarged view (plan view) of a rail-type wheel testing device according to a first embodiment of the present invention. [Figure 6] FIG. 10 is a diagram showing the arrangement of a guide mechanism. [Figure 7] FIG. 1 is a cross-sectional view of a guide mechanism (A type). [Figure 8] FIG. 10 is a cross-sectional view of the guide mechanism (type B). [Figure 9] FIG. 10 is a diagram showing a connection portion of the rail member. [Figure 10] FIG. 2 is a block diagram showing a schematic logical configuration of a drive system. [Figure 11] FIG. 2 is a diagram showing a schematic mechanical configuration of a main part of a drive system. [Figure 12]FIG. 2 is a diagram showing a schematic structure of a drive unit and a drive pulley unit. [Figure 13] FIG. 4 is a plan view of the first follower part. [Figure 14] 14 is a cross-sectional view taken along the line AA in FIG. 13. [Figure 15] 14 is a cross-sectional view of FIG. 13 taken along line B-B. [Figure 16] 14 is a cross-sectional view taken along CC in FIG. 13. [Figure 17] FIG. 4 is a cross-sectional view of a second follower part. [Figure 18] FIG. 4 is a cross-sectional view of the torque applying portion. [Figure 19] 3 is a diagram showing a schematic structure of an alignment section 40. FIG. [Figure 20] FIG. 20 is a view taken along the arrow AA in FIG. 19. [Figure 21] FIG. 20 is a view taken along the arrow BB in FIG. 19. [Figure 22] FIG. 20 is a view taken along the arrow CC in FIG. [Figure 23] FIG. 20 is a view taken along the arrow DD in FIG. 19. [Figure 24] FIG. 2 is a diagram showing a schematic structure of a spindle portion. [Figure 25] FIG. 2 is a block diagram showing a schematic configuration of a control system. [Figure 26] FIG. 5 is a perspective view of a rail-wheel type wheel testing device according to a second embodiment of the present invention. [Figure 27] FIG. 5 is a perspective view of a rail-wheel type wheel testing device according to a second embodiment of the present invention. [Figure 28] FIG. 4 is a plan view of a rail-wheel type wheel testing device according to a second embodiment of the present invention. [Figure 29] FIG. 2 is a block diagram showing a schematic configuration of a drive system. [Figure 30] FIG. 2 is a cross-sectional view showing a schematic configuration of a gear box. [Figure 31] FIG. 2 is a cross-sectional view showing a schematic configuration of a torque generating device and its surroundings. [Figure 32] FIG. 4 is a cross-sectional view showing a schematic configuration of a second electric motor. [Figure 33] FIG. 2 is a block diagram showing a schematic configuration of a control system. [Figure 34] FIG. 5 is a plan view showing a schematic configuration of a wheel testing device according to a second embodiment of the present invention. [Figure 35] FIG. 5 is a front view showing a schematic configuration of a wheel testing device according to a second embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0009] An embodiment of the present invention will be described below with reference to the drawings. In the following description, identical or corresponding elements are designated by identical or corresponding reference numerals, and redundant description will be omitted. Furthermore, when multiple elements with the same reference numeral are displayed in each drawing, the reference numerals are not necessarily assigned to all of the multiple elements, and the reference numerals will be omitted for some of the multiple elements as appropriate. Furthermore, for the sake of convenience in description, some components are omitted or shown in cross section in each drawing.

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

[0011] 1 to 3 are, respectively, a left side view, a plan view, and a rear view of a first testing device 1 according to an embodiment of the present invention, and Fig. 4 and Fig. 5 are, respectively, a left side view and a plan view in which the main parts of the first testing device 1 are enlarged.

[0012] In the plan views (FIGS. 2 and 5), the direction from right to left is defined as the X-axis direction, the direction from top to bottom as the Y-axis direction, and the direction perpendicular to the paper from back to front as the Z-axis direction. The X-axis and Y-axis directions are horizontal directions that are orthogonal to each other, and the Z-axis direction is vertical. Unless otherwise specified, the front-to-back, left-to-right, and up-to-down directions are defined as directions when facing the running direction of the carriage 20 (positive X-axis direction). In other words, the positive X-axis direction is called the front, the negative X-axis direction is called the back, the positive Y-axis direction is called the left, the negative Y-axis direction is called the right, the positive Z-axis direction is called the up, and the negative Z-axis direction is called the down.

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

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

[0015] 3, a test wheel W is attached to the carriage 20. During testing, the carriage 20 runs with the test wheel W in contact with the test rail 63, and the test wheel W rolls on the test rail 63.

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

[0017] Fig. 6 is a left side view of guide mechanism 12A. Figs. 7 and 8 are cross-sectional views of guide mechanisms 12A and 12B, respectively. Note that guide mechanism 12C is configured symmetrically to guide mechanism 12A, and therefore a detailed description of guide mechanism 12C will be omitted.

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

[0019] 7 and 8, the rail 121 is laid on the base 11 of the guide unit 10. The running units 122A, 122B, and 122C are attached to the lower surface of the main frame 21 of the carriage 20.

[0020] The rail 121 is a flat-bottom rail having a head 121h, a bottom 121f that is wider than the head 121h, and a narrow web 121w that connects the head 121h and the bottom 121f. The rail 121 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.

[0021] As shown in FIG. 7, the running section 122A of the guide mechanism 12A includes a frame 123 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 roller units 128A attached to the frame 123. Each roller unit 128A includes three rods 124a, 124b, and 124c attached to the frame 123, and three roller assemblies 125a, 125b, and 125c attached to each of the rods 124a, 124b, and 124c, respectively. The three roller assemblies 125a, 125b, and 125c of each roller unit 128A are arranged at the same position in the X-axis direction. Furthermore, as shown in FIG. 6, the multiple roller units 128A are arranged at predetermined intervals in the X-axis direction.

[0022] Since roller assemblies 125b and 125c have the same configuration as roller assembly 125a (however, roller assembly 125c is different in size from roller assembly 125a), we will explain roller assembly 125a as a representative and omit redundant explanations of roller assemblies 125b and 125c.

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

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

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

[0026] Roller assembly 125a is arranged so that its outer peripheral surface 126ap contacts head upper surface (top surface) 121a of rail 121 and rolls on head upper surface 121a as carriage 20 travels. Roller assembly 125b is arranged so that its outer peripheral surface 126bp contacts one side of head lower surface 121b of rail 121 and rolls on head lower surface 121b. Roller assembly 125c is arranged so that its outer peripheral surface 126cp contacts one side of head side surface 121c of rail 121 and rolls on head side surface 121c.

[0027] The rail 121 has its head upper surface 121a, head lower surface 121b, and head side surface 121c, which come into contact with the roller assemblies 125a, 125b, and 125c, respectively, changed in shape to flat, and additional processing (e.g., grinding, polishing, etc.) has been performed to improve surface precision such as flatness and parallelism.

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

[0029] As shown in FIG. 8, the running section 122B of the guide mechanism 12B includes a frame 123 attached to the underside of the main frame 21 of the carriage 20 and multiple roller units 128B attached to the frame 123. The roller unit 128B includes two rods 124a and 124b and two roller assemblies 125a and 125b. The rods 124b and roller assemblies 125b are located on the left side of the rail 121 in the running section 122A of the guide mechanism 12A, whereas they are located on the right side of the rail 121 in the running section 122B of the guide mechanism 12B. In other words, the running section 122B of the guide mechanism 12B is the same as the running section 122A of the above-described guide mechanism 12A, but without the roller assembly 125c and rod 124c, and is arranged in the reversed orientation. The running section 122B of the guide mechanism 12B may also include the roller assembly 125c and rod 124c.

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

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

[0032] In order to prevent the carriage 20 from moving left and right (in the Y-axis direction), at least two running sections 122A, 122B or 122C arranged in opposite left and right directions need to be provided with the roller assembly 125c and the rod 124.

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

[0034] When the angle formed by the head lower surface 121b of the rail 121 and the horizontal plane is greater than a certain angle (for example, 5°), the roller assembly 125b can be used instead of the roller assembly 125c.

[0035] The rail 121 of the guide mechanism 12 may be formed by connecting multiple short rail members. In this case, as shown in Fig. 9, the joints 121j of the rail 121 may be formed obliquely in a plan view (i.e., so that the joints 121j are inclined at a certain angle θ with respect to the ZX plane) rather than perpendicular to the longitudinal direction (X-axis direction) of the rail 121. By forming the joints 121j obliquely, even if the rail 121 expands or contracts due to temperature changes, the rail members slide against each other at the joints 121j, thereby releasing strain in the rail 121 and preventing the rail 121 from bending.

[0036] When forming the diagonal joint 121j, the roller assemblies 125b and 125c (FIG. 9) are arranged on the side of the rail 121 where the head side surface 121c forms an obtuse angle with the joint 121j (i.e., the left side in the guide mechanism 12A and the right side in the guide mechanisms 12B and 12C) forward of the joint 121j. By arranging the roller assemblies 125b and 125c in this manner, even if the joint 121j of the rail 121 is misaligned, the roller assemblies 125b and 125c are prevented from colliding with the acute edge 121e of the joint 121j, which would cause a large impact or damage.

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

[0038] Note that guideway-type recirculating linear bearings (so-called linear guides) can be used instead of the guide mechanisms 12A, 12B, and 12C of this embodiment. 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 centrifugal force is generated on the rolling elements when the rolling elements 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 rapid wear or damage to the rolling elements and rolling surfaces. Therefore, running the carriage 20 at high speeds can shorten the lifespan of the linear bearing or cause damage.

[0039] In the bearings 127a-c used in the guide mechanisms 12A, 12B, and 12C of this embodiment, the rolling elements always travel on circular orbits with a constant curvature, preventing sudden fluctuations in centrifugal force acting on the rolling elements (i.e., impact loads). Therefore, even if the rollers 126a-c rotate at high peripheral speeds exceeding 60 km / h, the bearings 127a-c do not suffer significant shortening of their lifespan or damage. Therefore, by configuring the guide mechanisms 12A-C using rolling bearings with circular orbits with a constant curvature of the rolling elements, high-speed running of the carriage 20 (e.g., running at speeds of 10 km / h or more) becomes possible. The first testing apparatus 1 of this embodiment employs the above-described guide mechanisms 12A, 12B, and 12C, enabling the carriage 20 to run at speeds exceeding 85 km / h.

[0040] The first testing device 1 is equipped with a drive system DS that drives the carriage 20 and the test wheel W. Fig. 10 is a block diagram showing the general logical configuration of the drive system DS. Fig. 11 is a diagram showing the general mechanical configuration of the main parts of the drive system DS. In Fig. 10, arrows indicate the transmission path of mechanical power (hereinafter simply referred to as "power").

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

[0042] The actuator AS includes two pairs of drive units 14 (first actuator means) on the left and right sides attached to the guide unit 10, and a torque generator 30 (second actuator means) attached to the carriage 20. The drive units 14 are primarily used to control the running speed of the carriage 20 and the rotation speed of the test wheel W, and the torque generator 30 is primarily used to control the torque applied to the test wheel W.

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

[0044] 4 and 5, 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 on the base 11 of the guide unit 10. The drive units 14LA and 14RA are located at the rear end of the guide unit 10, and the drive units 14LB and 14RB are located at the front end of the guide unit 10.

[0045] As will be described later, the right-side drive units 14RA and 14RB function as carriage drive means for driving the carriage 20 to travel, and also function as test wheel drive means (rotation speed imparting means) for driving the test wheel W to rotate at a rotation speed corresponding to the travel speed of the carriage 20. The left-side drive units 14LA and 14LB function as carriage drive means.

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

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

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

[0049] The belt 151R is wound around the drive pulleys (152A, 152B) and three driven pulleys 155A, 156, and 155C of the pair of drive pulley units 150. The belt 151L is wound around the drive pulleys (152A, 152B) and three driven pulleys 155A, 155B, and 155C of the pair of drive pulley units 150.

[0050] The driving unit 14 includes a motor 141 (first motor) and a belt mechanism 142. The motor 141 has a rotational part with a moment of inertia of 0.01 kg m 2 Less than or equal to 0.008 kg m 2 The motor 141 is an ultra-low inertia, high-output AC servo motor with a rotational speed of 1000 rpm or less (hereinafter referred to as a motor) and a rated output of 3 kW to 60 kW (more practically, 7 kW to 37 kW). By using such an ultra-low inertia, high-output motor 141, it is possible to accelerate the carriage 20 up to a maximum speed (e.g., 240 km) over a short travel distance (e.g., 20 to 50 m).

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

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

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

[0054] A drive pulley unit 150 of the belt mechanism 15 is disposed adjacent to the drive unit 14. The drive pulley unit 150 includes a pair of bearings 154, a shaft 153 rotatably supported by the pair of bearings 154, and a drive pulley 152 attached to the shaft 153. A driven pulley 142c of the belt mechanism 142 is also attached to the shaft 153, and the output of the drive unit 14 is transmitted to a belt 151 wound around the drive pulley 152 via the shaft 153 and the drive pulley 152.

[0055] The belt 151 is a toothed belt having a core wire of steel wire. The belt 151 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 reduce the size of the first testing device 1. Furthermore, when using a motor with the same output, using a lightweight belt 151 having a core wire made of so-called super fibers makes it possible to improve the performance of the first testing device 1 (specifically, improve acceleration performance).

[0056] 3 to 5, both ends of each belt 151 are fixed to the main frame 21 of the carriage 20. As a result, each belt 151 forms a loop through the carriage 20. When each belt mechanism 15 operates, the carriage 20 is pulled by each belt 151 and moves in the X-axis direction.

[0057] In this embodiment, the belt 151 is fixed to the carriage 20 by the belt clamp 157 below the loop, and the belt mechanism 15 is connected to the first driven part 22 or the second driven part 23 above the loop. The height of the belt mechanism 15 can be reduced by disposing the belt clamp 157, which has a relatively low height, below the first driven part 22 or the second driven part 23. Note that the belt 151 may also be fixed to the carriage 20 above the loop.

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

[0059] In the following explanation, for configurations where a pair of components are provided on the left and right sides, the left component will be explained as a general rule, and for the right component, the reference numerals will be enclosed in square brackets and overlapping explanations will be omitted.

[0060] In this embodiment, the pair of drive units 14LA and 14LB (14RA and 14RB) are driven in the same phase. The left drive units 14LA and 14LB and the right drive units 14RA and 14RB are arranged in opposite directions and are driven in opposite phases.

[0061] The drive pulley 152 (FIG. 12) and the driven pulley 155 (FIGS. 14 and 17) have the same effective diameter (i.e., pitch diameter) or the same number of teeth. The driven pulley 156 (FIG. 14) held by the first driven part 22 has a larger pitch diameter or number of teeth (e.g., twice as large) than the drive pulley 152 and the driven pulley 155.

[0062] As shown in Fig. 5, the carriage 20 includes a main frame 21, a first driven part 22, a second driven part 23, a belt mechanism 24, a belt mechanism 25, a transmission shaft part 26, a brake device 27, a brake device 28, a torque generating device 30, an alignment part 40, and a spindle part 50 (axle part). As shown in Fig. 10, the first driven part 22 and the belt mechanism 24 form a second transmission part TS2. The belt mechanism 25, the transmission shaft part 26, and the spindle part 50 form a third transmission part TS3.

[0063] 11, the spindle unit 50 includes a rotatably supported spindle 52. The spindle 52 is an axis (i.e., an axle) to one end of which the test wheel W is coaxially attached (i.e., so as to share a center line), and the test wheel W is rotationally driven together with the spindle 52 by power output from the torque generator 30. The alignment unit 40 is a mechanical unit that can adjust the alignment of the test wheel W (i.e., adjust the position and orientation of the test wheel W relative to the test rail 63) by changing the orientation of the spindle unit 50.

[0064] As shown in FIGS. 13 to 16, the first driven part 22 includes a main body 221, a bearing 222, a bearing 223, a shaft 224, a driving gear 225, a shaft 226, and a driven gear 227.

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

[0066] 16, main body 221 includes bearing 221a. Bearing 222 includes a pair of bearings 222a and 222b aligned vertically. Bearing 223 includes a pair of bearings 223a and 223b aligned vertically.

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

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

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

[0070] That is, the right-side first driven part 22 and the driven pulley 156 (and driven pulleys 155A, 155C) rotatably supported by the first driven part 22 have the function of extracting a portion of the power from the belt mechanism 15R and supplying it to the belt mechanism 24.

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

[0072] That is, the right belt mechanism 15R constitutes part of the means for driving the carriage 20 (carriage driving means), and also constitutes part of the means for driving the test wheel W (test wheel driving means). In addition, the right belt mechanism 15R, together with the right first driven part 22, functions as a means for distributing the power generated by the driving parts 14RA and 14RB into power used to drive the carriage 20 and power used to drive the test wheel W (power distribution means).

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

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

[0075] 17, the second driven part 23 (main body part 231) includes three rods 231b extending in the Y-axis direction and three bearings 231c with inner rings fitted to the rods 231b. The three rods 231b are arranged at equal intervals in the X-axis direction. In this embodiment, the central rod 231b is arranged at a higher position than the remaining two rods 231b, but all of the rods 231b may be arranged at the same height.

[0076] Three driven pulleys 155 (driven pulleys 155A, 155B, and 155C from the front) of the belt mechanism 15L are fitted into the outer rings of the bearings 231c. With this configuration, the driven pulleys 155A, 155B, and 155C of the belt mechanism 15L are rotatably supported by the second driven part 23.

[0077] As shown in Fig. 4, belt 151 of belt mechanism 15 is folded back by drive pulleys 152A and 152B, and is thereby divided into upper portion 151a and lower portion 151b. Upper portion 151a and lower portion 151b are stretched in the traveling direction of carriage 20 and driven in opposite directions. Specifically, lower portion 151b of belt 151 fixed to carriage 20 is driven together with carriage 20 in the traveling direction of the carriage, and upper portion 151a is driven in the opposite direction to carriage 20 and lower portion 151b. Driven pulleys 155 and 156 attached to carriage 20 are wrapped around upper portion 151a of belt 151, which travels in the opposite direction to carriage 20, and are driven by upper portion 151a.

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

[0079] The left second driven part 23 differs from the right first driven part 22 in that it does not have a configuration (specifically, bearing parts 222, 223, shafts 224, 226, drive gear 225, and driven gear 227) for extracting a portion of the power transmitted by belt mechanism 15L and transmitting it to second transmission part TS2 provided in carriage 20. The left second driven part 23 is not an essential component, but by providing the left second driven part 23, the forces that the carriage 20 receives from the left and right belt mechanisms 15L, 15R are balanced, and the running of the carriage 20 is stabilized.

[0080] 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 15R). 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 generator 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 generator 30 is not operating.

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

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

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

[0084] By incorporating the torque generator 30 into the drive system DS, it becomes possible to separate the roles of the power source (drive units 14RA, 14RB) for controlling the rotation speed of the test wheel W and the power source (motor 32, described below) for controlling the torque. 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 generator 30 into the carriage 20, the load applied to the belt mechanism 15R is reduced, making it possible to downsize the belt mechanism 15R (for example, by reducing the number of toothed belts used) and use members with lower load resistance.

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

[0086] In this embodiment, the motor 32 has a rotating part with a moment of inertia of 0.01 kg m 2Less 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.

[0087] The rotating frame 31 has a first cylindrical portion 311 (motor housing portion), a second cylindrical portion 312 (connecting cylinder), and a third cylindrical portion 313, all of which are substantially cylindrical and have a large diameter, and shaft portions 314 and 315, each of which is substantially cylindrical and has a smaller diameter than the first cylindrical portion 311. The shaft portion 314 is coaxially coupled to one end (the right end in FIG. 18) of the first cylindrical portion 311 via the second cylindrical portion 312 and the third cylindrical portion 313. The shaft portion 315 is coaxially coupled to the other end (the left end in FIG. 18) of the first cylindrical portion 311. The shaft portion 314 is rotatably supported by bearings 351 and 353, and the shaft portion 315 is rotatably supported by bearing 352.

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

[0089] A reducer 33 is disposed in the hollow portion of the second cylindrical portion 312 and the third cylindrical portion 313. An input shaft 332 of the reducer 33 is connected to the shaft 321 of the motor 32, and an output shaft 333 is connected to the shaft .

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

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

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

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

[0094] The shaft 314 is rotatably supported by a bearing 351 near the flange 314a on the base side and by a bearing 353 at the tip end. A driven pulley 242 of the belt mechanism 24 is disposed between the bearings 351 and 353 and is coaxially attached to the outer periphery of the shaft 314. The rotating part of the torque generator 30 is rotationally driven by the power transmitted by the belt mechanism 24. In other words, the shaft 314 (rotating frame 31) serves as the input shaft of the torque generator 30.

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

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

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

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

[0099] The plurality of slip rings 371 are arranged at regular intervals in the axial direction and attached to the outer periphery of a support tube 373. The plurality of brushes 372 are arranged so as to face and contact the outer periphery of the corresponding slip ring 371, and are attached to a support arm 376.

[0100] Lead wires (not shown) are connected to each slip ring 371. The lead wires are passed through the hollow portion of the support tube 373 and drawn out into the hollow portion of the shaft portion 315 of the rotating frame 31. A cable 325 of the motor 32 is passed through the hollow portion of the shaft portion 315, and multiple wires included in the cable 325 are connected to the lead wires of the corresponding slip rings 371. In addition, the brush 372 is connected to the driver 32a (FIG. 25). That is, the motor 32 and the driver 32a are connected via the slip ring portion 37.

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

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

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

[0104] One end of the transmission shaft 261 is attached with a driven pulley 252 of the belt mechanism 25, and the other end is connected to one end of a sliding constant velocity joint 265 via a disc rotor 263a. The other end of the sliding constant velocity joint 265 is connected to the spindle 52 via a transmission shaft 266. The sliding constant velocity joint 265 is configured to 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). Furthermore, the axial length (transmission distance) of the sliding constant velocity joint 265 is also variable.

[0105] The spindle 52, to which the test wheel W is attached, is supported by the alignment unit 40 so that its angle and position can be changed. By connecting the transmission shaft 261 and the spindle 52 via a sliding constant velocity joint 265, even if the angle or position of the spindle 52 changes, the sliding constant velocity joint 265 can flexibly follow this change. Therefore, no large strain is applied to the spindle 52 or the transmission shaft 261, and power is transmitted smoothly.

[0106] Fig. 19 is a diagram showing a schematic structure of the alignment section 40. Fig. 20, Fig. 21, Fig. 22 and Fig. 23 are views taken along arrows AA, BB, CC and DD in Fig. 19, respectively.

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

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

[0109] A shed-shaped (or gazebo-shaped) alignment mechanism support part 214 that houses the alignment part 40 is provided on the left side of the main frame 21 of the carriage 20. The lifting frame 421 is housed within the alignment mechanism support part 214. The linear guide 422 has a rail 422a that extends vertically and one or more (two in the illustrated embodiment) running parts 422b that can run on the rail 422a. One of the rail 422a and the running part 422b of each linear guide 422 is attached to the alignment mechanism support part 214, and the other is attached to the lifting frame 421.

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

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

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

[0113] In this embodiment, a feed screw mechanism is used as the motion converter, but other types of motion converters that can convert rotary motion into linear motion may also be used.

[0114] Although the motor 431 in this embodiment is a servo motor, other types of motors that can control the amount of movement may also be used as the motor 431.

[0115] The camber adjustment unit 44 is φ The camber adjustment unit 44 is a mechanism for adjusting the camber angle, which is the inclination of the test wheel W relative to the road surface, by rotating the spindle 52 around an axis (an axis extending in the front-rear direction and passing through the center C of the test wheel W). φ It is equipped with a φ rotating frame 441 (second movable frame) that can rotate around an axis, a pair of bearings 442 that rotatably support the φ rotating frame 441, a pair of curved guides 443 that guide the rotation of the φ rotating frame 441, and a pair of left and right φ driving units 45 (second driving units) that drive the rotation of the φ rotating frame 441.

[0116] As shown in Figure 19, the φ rotating frame 441 and the lifting frame 421 of this embodiment have a gate-like (∩-shaped) shape when viewed in the Y-axis direction. The φ rotating frame 441 is housed in the hollow portion of the ∩-shaped lifting frame 421. The front and back of the φ rotating frame 441 are provided with E φA cylindrical pivot 441a is provided coaxially with the axis and protruding outward (i.e., in the direction away from the test wheel W). Each pivot 441a is rotatably supported by a pair of bearings 442 attached to the lifting frame 421. The φ rotating frame 441 rotates around the pivot 441a as a support shaft. φ The frame 441 is supported rotatably around the axis. Alternatively, the bearing 442 may be attached to the φ rotating frame 441, and the pivot 441a may be attached to the lifting frame 421. The shapes of the φ rotating frame 441 and the lifting frame 421 are not limited to those of this embodiment, and may be any shape having a hollow portion capable of accommodating the spindle unit 50 and the like.

[0117] Curved guide 443 is E φ It is provided with an arc-shaped curved rail 443a arranged concentrically with the axis, and one or more (two in the illustrated embodiment) running parts 443b that can run on the curved rail 443a. One of the curved rail 443a and the running part 443b is attached to the lifting frame 421, and the other is attached to the φ rotation frame 441.

[0118] The φ drive unit 45 includes a pair of spur gears 453 attached to the front and back of the φ rotation frame 441, a pair of pinions 452 meshing with the spur gears 453, and a pair of motors 451 for driving the pinions 452. Alternatively, the spur gears 453 may be attached to the lifting frame 421, and the motors 451 may be attached to the φ rotation frame 441. The spur gears 453 are E φ The arc shape is formed around the axis (i.e., E φ In the illustrated embodiment, the spur gear 453 is an internal gear, but it may be an external gear.

[0119] The motor 451 is attached to the lifting frame 421, and the pinion 452 is coupled to a shaft 451s of the motor 451. Although the motor 451 in this embodiment is a servo motor, other types of motors that can control the amount of operation may also be used as the motor 451.

[0120] When the pinion 452 is rotated by the motor 451, the φ rotation frame 441 rotates together with the spur gear 453 meshing with the pinion 452 relative to the lifting frame 421. φ As a result, the test wheel W supported on the φ rotation frame 441 via the slip angle adjustment unit 46 and the spindle unit 50 rotates around the E φ It rotates around the axis and changes the camber angle.

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

[0122] The θ rotating frame 461 is housed in the hollow portion of the φ rotating frame 441, which is gate-shaped (∩-shaped) when viewed in the Y-axis direction. θ A pivot 461a is provided which protrudes coaxially with the axis. The pivot 461a is rotatably supported by a bearing 462 attached to the top plate of the φ rotating frame 441. The θ rotating frame 461 rotates around the pivot 461a as a support shaft. θ It is supported so as to be rotatable around an axis.

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

[0124] 24 is a diagram showing the schematic structure of the spindle unit 50 (wheel support unit). The spindle unit 50 is attached to the lower end of the θ rotation frame 461. The spindle unit 50 includes a frame 51 fixed to the θ rotation frame 461, multiple bearings 53 (a pair in the illustrated embodiment) attached to the frame 51, a spindle 52 rotatably supported by the bearings 53, a six-component force sensor 54 that detects the force applied to the test wheel W, and an axle 55 coaxially attached to the tip of the spindle 52 via the six-component force sensor 54. The six-component force sensor 54 includes multiple piezoelectric elements (not shown). The test wheel W (FIG. 1) is attached to the axle 55.

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

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

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

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

[0129] The control unit 72 and each of the drivers 141a, 32a, 431a, 451a, and 471a are communicatively connected by optical fibers, enabling high-speed feedback control between the control unit 72 and each of the drivers, thereby enabling more precise (high resolution and accuracy on the time axis) synchronous control.

[0130] The six-component force sensor 54 of the spindle unit 50, 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 amplifiers 54a, 1651a, and 1656ca, respectively. The signals from the six-component force sensor 54, the three-component force sensor 1651, and the proximity sensor 1656c are amplified by the amplifiers 54a, 1651a, and 1656ca, respectively, and then converted into digital signals in the measurement unit 74, thereby generating measurement data. The measurement data is input to the control unit 72. Note that FIG. 25 shows only one each of the three-component force sensor 1651, amplifier 1651a, proximity sensor 1656c, and amplifier 1656ca.

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

[0132] 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.

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

[0134] The control unit 72 can make the carriage 20 travel at a predetermined speed by synchronously controlling the driving of the motors 141 of the drive units 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]).

[0135] The control unit 72 can also apply a predetermined longitudinal force to the test wheel W by controlling the drive of the motor 32 of the torque generator 30 based on setting data for the longitudinal force (braking force or driving force) to be applied to the test wheel W 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 generator 30 based on setting data for torque (or setting data for acceleration) instead of setting data for the longitudinal force.

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

[0137] The torque waveform to be generated by the torque generating device 30 may be a basic waveform such as a sine wave, a half-sine wave, a sawtooth wave, a triangular wave, or a trapezoidal wave, or may be 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.).

[0138] 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.

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

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

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

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

[0143] Further, the third transmission part TS3 (for example, the spindle part 50) is supplied with the angular velocity Ω of the spindle 52. 52 A rotary encoder is provided to detect the angular velocity Ω 52 From the peripheral speed V of the test wheel W C may be calculated.

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

[0145] The angular velocity Ω of the shaft 141b of the motor 141 of the driving unit 14 141b is detected by the rotary encoder RE of the motor 141.

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

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

[0148] The tangential force f applied to the test wheel W in the direction of travel (X-axis direction) is T (also called traction force, longitudinal force, or vertical creep force) and the vertical (Z-axis) force, wheel load f W is detected by the six-component force sensor 54 of the spindle portion 50.

[0149] Next, the rail-wheel type second testing device 2 will be described.

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

[0151] In Figure 26, as shown by the coordinate axes, the direction from the lower right to the upper left is defined as the X-axis direction, the direction from the upper right to the lower left as the Y-axis direction, and the direction from the bottom to the top 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 a vertical direction. Any straight lines extending in the X-axis, Y-axis, and Z-axis directions are called the X-axis, Y-axis, and Z-axis, respectively. Furthermore, the positive X-axis direction is called the leftward direction, the negative X-axis direction is called the rightward direction, the positive Y-axis direction is called the forward direction, the negative Y-axis direction is called the backward direction, the positive Z-axis direction is called the upward direction, and the negative Z-axis direction is called the downward direction.

[0152] The second test device 2 is a device that can simulate the interaction between the rail and the wheel that occurs when a railway vehicle is running, and can evaluate, for example, the adhesion characteristics between the rail and the wheel. In this embodiment, a rail wheel R whose outer periphery has a cross-sectional shape that mimics the head of a rail is used, and a test wheel (hereinafter referred to as "test wheel W") is pressed against the rail wheel R and the two are rotated, thereby simulating the interaction between the rail and the wheel when the railway vehicle is running.

[0153] The second testing device 2 is equipped with a drive system DS that drives the rail wheels R and the test wheels W. Fig. 29 is a block diagram showing the schematic configuration of the drive system DS. The drive system DS includes a drive unit AS that generates mechanical power (hereinafter simply referred to as "power") and a transmission unit TS that transmits the power generated by the drive unit AS to the rail wheels R and the test wheels W, which are the objects to be driven, and together with the rail wheels R and the test wheels W, as will be described later, forms a power circulation system.

[0154] The drive unit AS includes a rotation drive device 2010 (speed control drive device) capable of controlling the rotation speed of the driven object, and a torque generator 2020 (torque control drive device) capable of controlling the torque applied to the driven object. The drive system DS of this embodiment employs a configuration in which drive control is divided into speed control and torque control, with speed control and torque control each handled by a dedicated drive device, thereby enabling high-speed, high-torque drive even with the use of a relatively small-capacity prime mover. Furthermore, the drive system DS employs a power circulation system, achieving higher energy utilization efficiency than conventional devices.

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

[0156] The rail wheel R and the test wheel W are attached to the second test device 2 so that their rotation axes are parallel to each other and aligned radially. During testing, the test wheel W is pressed against the rail wheel R, and the outer circumferential surface (tread surface) of the test wheel W is in contact with the outer circumferential surface (top surface) of the rail wheel R. The test wheel W and the rail wheel R are rotated in opposite directions at approximately the same peripheral speed (i.e., the linear speed of the outer circumferential surface). At this time, the transmission unit TS forms a power circulation system (i.e., a power transmission shaft loop) via the test wheel W and the rail wheel R. The torque generator 2020 applies torque to the power circulation system by creating a phase difference between the input shaft (first transmission unit 2030) and the output shaft (second transmission unit 2040). The second test device 2 employs a power circulation system, which allows it to apply torque (or tangential force) to the test wheel W without absorbing much of the generated power, thereby consuming relatively little energy.

[0157] The first transmission unit 2030 of this embodiment is configured so that the rail wheel R and the test wheel W are rotated in opposite directions at the same peripheral speed when the torque generator 2020 (specifically, the second electric motor 2022 described below) is stopped. A configuration may be adopted in which a difference in peripheral speed occurs between the rail wheel R and the test wheel W when the torque generator 2020 is stopped. However, in this case, the amount of operation of the torque generator 2020 increases to compensate for the difference in peripheral speed, resulting in increased energy consumption. The first transmission unit 2030 of this embodiment is configured so that the rail wheel R and the torque generator 2020 are rotated at the same rotational speed. However, the rail wheel R and the test wheel W may be rotated at different rotational speeds as long as they are rotated at approximately the same rotational speed.

[0158] As shown in Figures 26-28, the rotary drive device 2010 includes a tension adjustment table 2011 and a first electric motor 2012 (speed control motor) installed on the tension adjustment table 2011. The first electric motor 2012 in this embodiment is a so-called inverter motor driven by an inverter, but other types of motors capable of controlling the rotation speed, such as a servo motor or a stepping motor, may also be used for the first electric motor 2012. The rotary drive device 2010 may also include a reducer that reduces the rotation speed output from the first electric motor 2012. The tension adjustment table 2011 will be described later.

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

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

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

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

[0163] The first belt mechanism 2031 of this embodiment has a single belt transmission unit consisting of a drive pulley 2311, a driven pulley 2312, and a belt 2313, but may also have a configuration with two or more belt transmission units connected in parallel or in series.

[0164] Furthermore, the transmission of power from the rotation drive device 2010 to the rail wheel support portion 2032 is not limited to belt transmission, and other types of winding transmission such as chain transmission or wire transmission, or other transmission methods such as gear transmission may be used. Furthermore, the rotation drive device 2010 and the rail wheel support portion 2032 may be arranged coaxially (i.e., so that the rotation axes coincide), and the output shaft of the rotation drive device 2010 and the input shaft of the rail wheel support portion 2032 may be directly connected.

[0165] Here, the tension adjustment table 2011 of the rotation drive device 2010 will be described. As shown in FIG. 27, the tension adjustment table 2011 includes a fixed frame 2111 fixed to a base B, and a movable frame 2112 to which the rotation drive device 2010 is attached. The right end of the movable frame 2112 is rotatably connected to the fixed frame 2111 via a rod 2114R extending in the Y-axis direction, making it possible to adjust the tilt about the Y-axis. Changing the tilt of the movable frame 2112 changes the distance between the drive pulley 2311 (FIG. 26) and the driven pulley 2312, making it possible to adjust the tension of the belt 2313 wound around the drive pulley 2311 and the driven pulley 2312.

[0166] 27 and 28, the rail wheel support portion 2032 includes a pair of bearings 2322 and a pair of shafts 2321. The pair of bearings 2322 are arranged coaxially, with their rotation axes aligned in the Y-axis direction (i.e., in the Y-axis direction).

[0167] One shaft 2321 is rotatably supported by a front bearing 2322, and the other shaft 2321 is rotatably supported by a rear bearing 2322. The shaft 2321 is a flanged shaft having a flange at one end for attaching the rail wheel R, and is removably and coaxially attached to both sides of the rail wheel R with a bolt, one on each side.

[0168] A driven pulley 2312 of the first belt mechanism 2031 is attached to the other end of the front shaft 2321. One end of a shaft 2033 is connected to the other end of the rear shaft 2321. The other end of the shaft 2033 is connected to an input shaft 2342a of the gear box 2034.

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

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

[0171] The rail wheel support portion 2032 is also provided with a rotary encoder 2323 (rotation speed detection means) that detects the rotation speed of the rail wheel R.

[0172] 30 is a schematic cross-sectional view of the gear box 2034 and its periphery taken along a horizontal plane. The gear box 2034 includes a case 2341, a pair of first bearings 2343 and second bearings 2345 attached to the case 2341, a first gear 2342 (input gear) rotatably supported by the pair of first bearings 2343, and a second gear 2344 (output gear) rotatably supported by the pair of second bearings 2345.

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

[0174] A cylindrical through-hole 2344b with the rotation axis as the center line is formed in the second gear 2344. An output shaft 2024 (described later) of the torque generator 2020 is inserted into the through-hole 2344b from one end (the left end in FIG. 30 ; i.e., the tip of the output shaft 2344a) of the second gear 2344, passes through the second gear 2344, and its tip protrudes from the other end of the second gear 2344.

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

[0176] The transmission of power from the shaft 2033 to the torque generating device 2020 is not limited to gear transmission, and other transmission methods may be used, such as belt transmission or chain transmission.

[0177] FIG. 31 is a schematic cross-sectional view of the torque generating device 2020, the gear box 2034, and their surroundings taken along a plane perpendicular to the X-axis direction.

[0178] The torque generating device 2020 includes a main body portion 2020A (rotating portion) that is rotationally driven by the rotary drive device 2010, and a pair of bearing units 2025 and 2026 that rotatably support the main body portion 2020A.

[0179] The main body 2020A includes a substantially cylindrical casing 2021 (rotating frame) supported by bearing units 2025 and 2026, a second electric motor 2022 and a reducer 2023 attached to the casing 2021, and an output shaft 2024. The output shaft 2024 is disposed coaxially with the casing 2021. A shaft 2221 and a rotor 2222 (rotor), which will be described later, of the second electric motor 2022 may be disposed coaxially with the casing 2021. By disposing the second electric motor 2022 coaxially with the casing 2021, imbalance in the main body 2020A is reduced, enabling the main body 2020A to rotate smoothly (i.e., with less unnecessary fluctuations in rotation speed and torque). Note that although the second electric motor 2022 in this embodiment is an AC servo motor, other types of electric motors capable of controlling the drive amount (rotation angle), such as a DC servo motor or a stepping motor, may also be used as the second electric motor 2022.

[0180] The reduction ratio of the reducer 2023 is set to a range of 1 / 45 to 1 / 120 (more preferably, a range of 1 / 55 to 1 / 100). This allows a sufficiently large tangential force f T It is possible to measure the slip ratio with an accuracy of 0.01% while applying a

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

[0182] 32 is a vertical cross-sectional view showing a schematic configuration of the second electric motor 2022. The second electric motor 2022 includes a shaft 2221, a rotor 2222 composed of a permanent magnet or the like and integrally joined to the shaft 2221, a cylindrical stator 2223 (fixed element) having a coil 2223a provided on the inner periphery thereof, a pair of flanges 2224, 2226 attached to both ends of the stator 2223 so as to close the openings, a pair of bearings 2225, 2227 attached to each of the flanges 2224, 2226, and a rotary encoder RE that detects the angular position (phase) of the shaft 2221.

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

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

[0185] The reducer 2023 is housed in a compartment C2 surrounded by the connecting portion 2213 and the first cylindrical portion 2212 of the casing 2021. An input shaft 2231 of the reducer 2023 is connected to a shaft 2221 of the second electric motor 2022, and an output shaft 2232 of the reducer 2023 is connected to an output shaft 2024 of the torque generator 2020. Note that a configuration may be adopted in which the output shaft 2024 is directly connected to the shaft 2221 of the second electric motor 2022 without providing the reducer 2023 in the torque generator 2020.

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

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

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

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

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

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

[0192] The fixed portion 2027B includes a brush support portion 2274, a plurality of brushes 2273 supported by the brush support portion 2274, and a bearing portion 2275 that rotatably supports the tip end of the ring support tube 2271. The brushes 2273 are arranged at intervals in the Y-axis direction so as to contact the outer circumferential surfaces of the corresponding slip rings 2272. The brushes 2273 are connected by wiring to a servo amplifier 2022a (described later) and the like.

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

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

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

[0196] As described above, the two drive pulleys 2411 are respectively attached to the tip end portion of the output shaft 2024 of the torque generator 2020 that passes through the gear box 2034. In addition, the bearing unit 2414 rotatably supports the tip end of the output shaft 2024.

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

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

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

[0200] The belt 2413 in this embodiment is a toothed belt having a core wire of steel wire. The belt 2413 may have a core wire made of so-called super fibers, such as carbon fiber, aramid fiber, or ultra-high molecular weight polyethylene fiber. Using a lightweight, high-strength core wire, such as a carbon core wire, enables a relatively low-output motor to be used for driving at high acceleration (or to apply high driving / braking force to the test wheel W), thereby enabling the second test device 2 to be made more compact. Furthermore, when using a motor with the same output, using a lightweight belt 2413 having a core wire made of so-called super fibers enables the second test device 2 to have higher performance. A general automotive or industrial timing belt may be used as the belt 2413. Instead of a toothed belt, a flat belt or a V-belt may be used as the belt 2413. These belts that can be used for the belt 2413 can also be used for the belt 2313 of the first belt mechanism unit 2031.

[0201] The second belt mechanism 2041 of this embodiment has a pair of belt transmission units connected in parallel, but may also have a configuration with a single belt transmission unit or three or more belt transmission units connected in parallel.

[0202] Furthermore, the transmission of power from the torque generator 2020 to the sliding type constant velocity joint 2042 is not limited to belt transmission, and other types of winding transmission such as chain transmission or wire transmission, or other transmission methods such as gear transmission may be used. Furthermore, the torque generator 2020 and the sliding type constant velocity joint 2042 may be arranged side by side in a substantially straight line (or in a dogleg shape), and the output shaft 2024 of the torque generator 2020 and the input shaft of the sliding type constant velocity joint 2042 may be directly connected.

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

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

[0205] As will be described later, the spindle 2527 is supported so that its position can be changed. By connecting the spindle 2527 to the shaft 415 of the second belt mechanism 2041 (or to the output shaft 2024 of the torque generator 2020) via the sliding type constant velocity joint 2042, even if the position of the spindle 2527 changes, the sliding type constant velocity joint 2042 flexibly follows this change, thereby preventing large strain from being applied to the spindle 2527 or the shaft 415 (or the output shaft 2024 of the torque generator 2020) and enabling the rotation to be transmitted smoothly to the spindle 2527. Furthermore, by using the sliding type constant velocity joint 2042, the number of rotations transmitted to the spindle 2527 is prevented from changing depending on the position of the spindle 2527 (i.e., the operating angle of the sliding type constant velocity joint 2042).

[0206] As shown in FIG. 26, the wheel support unit 2050 includes a fixed base 2051, a main body unit 2052 installed on the fixed base 2051, and a wheel load applying unit 2053.

[0207] 28 , the main body 2052 includes a movable base 2522, a pair of linear guides 2521 that support the movable base 2522 movably in the X-axis direction relative to the fixed base 2051, a support frame 2523 installed on the movable base 2522, a bearing unit 2528 attached to the support frame 2523, a spindle 2527 rotatably supported by the bearing unit 2528, a torque sensor 2524 and a detection gear 2525 that are coaxially attached to the spindle 2527, and a rotation detector 2526 that detects the rotation of the detection gear 2525. The linear guide 2521 is a guideway-type recirculating rolling bearing that includes a linear rail (guideway) and a carriage that can run on the rail via rolling elements, but other types of linear guide mechanisms may also be used as the linear guide 2521. The linear guide 2521 constitutes part of the wheel load imparting unit 2053. Furthermore, the detection gear 2525 and the rotation detector 2526 constitute a rotation number detection means for detecting the rotation number of the spindle 2527 .

[0208] The support frame 2523 has a support column 2523a fixed to the movable base 2522 and an arm 2523b fixed to the support column 2523a. In this embodiment, the support column 2523a is an L-shaped bracket, but other types of support columns 2523a may also be used. The support column 2523a and the arm 2523b may be integrally formed. The arm 2523b has a base portion 2523b1 extending rearward from the upper portion of the support column 2523a and a trunk portion 2523b2 extending leftward from the rear end of the base portion 2523b1, and is a substantially L-shaped structure when viewed from above. A hollow portion penetrating in the Y-axis direction is formed at the tip of the trunk portion 2523b2. A drive shaft (specifically, a shaft connecting the sliding constant velocity joint 2042, the torque sensor 2524, the detection gear 2525, and the spindle 2527) passes through this hollow portion.

[0209] Bearing unit 2528 is attached to arm 2523b. Specifically, bearing unit 2528 is attached to the front of the tip of trunk part 2523b2 with its rotation axis facing the Y-axis direction. Bearing unit 2528 is provided with a plurality of three-component force sensors 2529 (tangential force detection means, first lateral pressure detection means) that detect the force received from spindle 2527. Three-component force sensors 2529 are piezoelectric force sensors, but other types of force sensors may also be used as three-component force sensors 2529.

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

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

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

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

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

[0215] The motion converter 2532 in this embodiment is a screw jack that combines a reducer such as a worm gear device with a feed screw mechanism such as a ball screw, but other types of motion converters may also be used. The linear motion part 2532a of the motion converter 2532 is fixed to the support frame 2523 via a wheel load detector 2533.

[0216] When the motor 2531 drives the motion converter 2532, the support frame 2523 and the spindle 2527 supported by the support frame 2523 move in the X-axis direction together with the linear motion section 2532a. This causes the test wheel W attached to the spindle 2527 to move forward and backward relative to the rail wheel R. When the motor 2531 further drives the motion converter 2532 in the direction toward the rail wheel R (i.e., the positive direction of the X-axis) while the test wheel W and the rail wheel R are in contact, the test wheel W is pressed against the rail wheel R, and a wheel load is applied to the test wheel W.

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

[0218] 33 is a block diagram showing a schematic configuration of the control system CS of the second test equipment 2. The control system CS includes a control unit 2072 that controls the overall operation of the second test equipment 2, a measurement unit 2074 that performs various measurements based on signals from various detectors provided in the second test equipment 2, and an interface unit 2076 that performs input and output with the outside.

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

[0220] Rotary encoders 228, 2323, torque sensor 2524, three-component force sensor 2529, and wheel load detector 2533 are connected to measurement unit 2074 via amplifiers 2028a, 2323a, 2524a, 2529a, and 533a, respectively. Note that only one representative set of multiple sets of three-component force sensor 2529 and amplifier 2529a is shown in Fig. 33. Furthermore, rotation detector 2526, which has a built-in amplifier circuit and analog-to-digital conversion circuit, is directly connected to measurement unit 2074.

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

[0222] The second test device 2 of this embodiment is a relatively versatile device and is therefore equipped with many measuring means (and corresponding detecting means), but the second test device 2 does not need to be equipped with all of these measuring means and detecting means; it is sufficient if it is equipped with one or more sets of measuring means and detecting means that are appropriately selected depending on the items to be examined by the test.

[0223] Phase information of the shaft detected by the rotary encoder RE built into each servo motor (second electric motor 2022, motor 531) is input to the control unit 2072 via each servo amplifier 2022a, 2531a, respectively.

[0224] The interface unit 2076 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.

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

[0226] The control unit 2072 controls the driving of the first electric motor 2012 so that the rail wheel R rotates at the set rotation speed based on the setting data of the rotation speed (or linear velocity) of the rail wheel R input via the interface unit 2076 and the measurement results of the rotation speed of the rail wheel R by the measurement unit 2074.

[0227] The control unit 2072 controls the driving of the motor 531 of the wheel load imparting unit 2053 so that the set wheel load is imparted to the test wheel W based on the wheel load setting data input via the interface unit 2076 and the wheel load measurement results by the measurement unit 2074.

[0228] The control unit 2072 controls the driving of the second electric motor 2022 of the torque generating device 2020 so that the set torque is applied to the test wheel W based on the torque setting data of the test wheel W input via the interface unit 2076 and the torque measurement results by the measurement unit 2074.

[0229] Next, an example of a method for conducting a test using the second test device 2 will be described. First, with the rail wheel R and test wheel W attached to the second test device 2, the control unit 2072 drives the motor 531 of the wheel load applying unit 2053 to bring the test wheel W close to the rail wheel R, causing them to come into contact with each other, and applying a set wheel load to the test wheel W. Note that the set wheel load value can be set to a constant value or a variable value that varies over time.

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

[0231] When the rotation speed of the rail wheel R reaches the set value, the control unit 2072 controls the driving of the second electric motor 2022 of the torque generator 2020 so that the set torque is applied to the test wheel W. Note that the set torque value of the test wheel W can be set to a constant value or a variable value that varies with time. Note that the driving of the second electric motor 2022 may be controlled so that the set torque is applied to the test wheel W from the start of the rotation driving of the rail wheel R.

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

[0233] After a predetermined time has elapsed, the control unit 2072 controls the driving of the second electric motor 2022 of the torque generating device 2020 so that the torque of the test wheel W becomes zero. Next, the control unit 2072 controls the first electric motor 2012 of the rotation drive device 2010 to gradually reduce the rotation speed of the rail wheel R until the rotation stops, and then drives the motor 531 of the wheel load applying unit 2053 to move the test wheel W a predetermined distance away from the rail wheel R, thereby ending the test.

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

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

[0236] The slip ratio S is calculated using the following formula: S=(V C -V T ) / V T however, V C : Circumferential speed of test wheel (m / s) V T : Circumferential speed of rail wheel R (m / s)

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

[0238] The angular velocity Ω of the casing 2021 of the torque generating device 2020 2021 is detected by the rotary encoder 228, and the angular velocity Ω of the shaft 2221 of the second electric motor 2022 of the torque generating device 2020 is 2221 is detected by the rotary encoder RE of the second electric motor 2022.

[0239] Also, the first transmission part 2024 (for example, the spindle 2527) is supplied with the angular velocity Ω of the spindle 2527. 2527 A rotary encoder is provided to detect the angular velocity Ω 2527 From the peripheral speed V of the test wheel W C may be calculated.

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

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

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

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

[0244] On the other hand, the second test device 2 is capable of testing at high speeds (for example, 60 km / h or more), but the first test device 1 is installed indoors, so there is a limit to the length of the test rail 63, making it difficult to perform testing at high speeds.

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

[0246] The correction formula is determined, for example, by regression analysis of the curve (error curve) of the difference between the μ-S characteristics measured by the second testing apparatus 2 and the μ-S characteristics measured by the first testing apparatus 1. Specifically, the correction formula can be obtained by performing simple regression analysis (for example, the least squares method) with the friction coefficient measured by the first testing apparatus 1 as μ1 and the friction coefficient measured by the second testing apparatus 2 as μ2, the slip ratio S as the explanatory variable, and the error in the friction coefficients μ2 - μ1 as the response variable. The type of approximation (function form) that can be used includes linear approximation, polynomial approximation, logarithmic approximation, and exponential approximation.

[0247] Alternatively, a correction formula may be obtained by performing a regression calculation using the slip ratio S as an explanatory variable and the ratio μ1 / μ2 of the friction coefficients as a response variable (correction coefficient).

[0248] In this embodiment, the slip ratio S can be controlled or measured with high precision by the torque generator 30 of the first testing device 1 and the torque generator 2020 of the second testing device 2. In other words, the torque generator 30 and the torque generator 2020 serve as slip ratio control devices.

[0249] Instead of (or in addition to) the reducer 2023 or gearbox 2034 of the second testing device 2, a transmission may be provided in the second testing device 2. This realizes a combined wear / μ-S testing device that can perform both wear tests (durability tests) that require high peripheral speeds and μ-S tests that require high torque using a single second testing device 2.

[0250] (Second embodiment) Next, a second embodiment of the present invention will be described. In the following description of the second embodiment, differences from the first embodiment will be mainly discussed, and the same or corresponding reference numerals will be used to designate components that are common to or correspond to the first embodiment, and redundant description will be omitted.

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

[0252] Fig. 34 is a plan view showing a schematic configuration of a wheel testing apparatus 2X according to a second embodiment of the present invention, and Fig. 35 is a front view showing a schematic configuration of the wheel testing apparatus 2X.

[0253] The wheel testing device 2X includes a wheel support section 2X50 which is obtained by adding a lateral force imparting function, an attack angle imparting function, and a cant angle imparting function to the wheel support section 2050 of the first embodiment.

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

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

[0256] The lateral pressure applying unit 2X54 includes a plurality of (for example, three) linear guides 2X541 that support the first movable base 2X522A movably in the Y-axis direction relative to the fixed base 2051, a motor 2X542 (FIG. 34) attached to the fixed base 2051, a motion converter 2X543 that converts the rotational motion of the motor 2X542 into linear motion in the Y-axis direction, and a lateral pressure detector 2X544 (FIG. 34) that detects the lateral pressure applied to the test wheel W. The linear guide 2X541 is a guideway-type recirculating rolling bearing having the same configuration as the linear guide 2521, but a different type of linear guide mechanism may also be used as the linear guide 2X541.

[0257] In this embodiment, the lateral force detector 2X544 (second lateral force detection means) is used to detect lateral force when a flange reaction force is applied, and the three-component force sensor 2529 (first lateral force detection means) is used to detect lateral force when a flange reaction force is not applied. The wheel testing device 2X may be configured not to include the lateral force detector 2X544, and the three-component force sensor 2529 may be used to detect lateral force even when a flange reaction force is applied. Also, the lateral force detector 2X544 may be used to detect lateral force even when a flange reaction force is not applied. Also, the lateral force detector 2X544 may be used to detect static lateral force (mainly flange reaction force), while the three-component force sensor 2529 may be used to detect dynamic lateral force (mainly lateral creep force).

[0258] The motor 2542 in this embodiment is an AC servo motor, but other types of electric motors that can control the drive amount (rotation angle), such as a DC servo motor or a stepping motor, may also be used as the motor 2542.

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

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

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

[0262] The cant angle imparting unit 2X55 is a mechanical unit that has the function of imparting a cant angle to the test wheel W. As shown in Fig. 35, the cant angle imparting unit 2X555 includes a vertically extending pivot shaft 2X551 attached to one of the first movable base 2X522A and the second movable base 2X522B, and a bearing 2X552 attached to the other of the first movable base 2X522A and the second movable base 2X522B that rotatably supports the pivot shaft 2X551. The second movable base 2X522B is supported by the pivot shaft 2X551 and the bearing 2X552 so as to be rotatable around the rotation axis A1 of the bearing 2X552, which is a vertical line.

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

[0264] The cant angle imparting unit 2X55 is equipped with a curved guide 2X553 that supports the second movable base 2X522B at an outer peripheral portion away from the rotation axis A1 so that it can rotate around the rotation axis A1 relative to the first movable base 2X522A. The curved guide 2X553 is a guideway-type recirculating rolling bearing equipped with a curved rail (guideway) and a carriage that can run on the rail via rolling elements, but a different type of curved guide mechanism may also be used as the curved guide 2X553.

[0265] The cant angle imparting unit 2X55 also includes a motor 2X554 (FIG. 34) and a motion converter 2555 that converts the rotational motion of the motor 2X554 into linear motion in the Y-axis direction. The motor 2X554 in this embodiment is an AC servo motor, but other types of electric motors that can control the drive amount (rotation angle), such as a DC servo motor or a stepping motor, may also be used as the motor 2X554. The motion converter 2555 in this embodiment is a feed screw mechanism such as a ball screw, but other types of motion converters may also be used.

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

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

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

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

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

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

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

[0273] 34, the attack angle imparting unit 2X56 includes a motor 2X564 and a motion converter 2X563 that converts the rotational motion of the motor 2X564 into linear motion in the Z-axis direction. The motor 2X564 in this embodiment is an AC servo motor, but other types of electric motors that can control the drive amount (rotation angle), such as a DC servo motor or a stepping motor, may also be used as the motor 2X564. Furthermore, the motion converter 2X563 in this embodiment is a feed screw mechanism such as a ball screw, but other types of motion converters may also be used.

[0274] The screw shaft of the motion converter 2X563 is rotatably supported by a pair of bearings, and one end is connected to the shaft of the motor 2X564 via a bevel gear. Note that the screw shaft of the motion converter 2563 may also be directly connected to the shaft of the motor 2X564. The motor 2X564 and motion converter 2X563 are attached to an oscillating frame connected to the third movable base 2X522C via a hinge having a rotation axis extending in the X-axis direction so as to be rotatable (i.e., oscillating) within a certain angular range around the rotation axis of the hinge.

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

[0276] 33, the motor 2X564 is connected to the control unit 2072 via a servo amplifier 2X564a. Phase information of the shaft detected by a rotary encoder RE built into the motor 2X564 is input to the control unit 2072 via the servo amplifier 2X564a.

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

[0278] 35, the linear motion part 2532a of the motion converter 2532 of the wheel load imparting unit 2053 is fixed to a support column 3523a of the support frame 3523 via a wheel load detector 2533. The linear motion part 2532a of the motion converter 2532 is also disposed so that its center line coincides with the rotation axis A2. This prevents a large force moment from being applied to the support frame 1523 when the wheel load is imparted.

[0279] 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.

[0280] Although the first testing device 1 includes two belt mechanisms 15 in the above embodiment, it may include one belt mechanism 15 or three or more belt mechanisms 15.

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

[0282] In the above embodiment, toothed belts and toothed pulleys are used for each of the belt mechanisms 15, 24, and 25. However, instead of toothed belts, flat belts, V-belts, or V-ribbed belts with multiple V-shaped ribs aligned in the width direction may be used for one or more of the belt mechanisms. A general-purpose belt with a core made of twisted glass fibers may also be used. Furthermore, instead of each belt mechanism, 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.

[0283] In the above embodiment, the power to drive the carriage 20 and the power to drive the test wheel W (spindle 52) are supplied by a common drive unit 14 and transmitted by a common belt mechanism 15, but the present invention is not limited to this configuration. For example, the power to drive the carriage 20 and the power to drive the test wheel W may be generated by separate drive units and transmitted by separate power transmission means (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.

[0284] In the above embodiment, a simple drive system and control system are realized by sharing parts (drive unit 14 and belt mechanism 15) 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 a torque generator 30 and separating the power sources for speed control and torque control of the test wheel W, thereby reducing the load on the drive unit 14.

[0285] In the above embodiment, the right-side drive units 14RA and 14RB 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 first driven units 22 and 22L (in other words, by replacing the left and right first driven units 22 and 22L with a single long shaft 223B).

[0286] In the above embodiment, the rod 124a etc. is supported by a pair of single-row bearings 127a etc. in the guide mechanism 12 of the guide section 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.

[0287] In the above embodiment, a heat-treated rail is used in the guide mechanism 12 of the guide portion 10, but the present invention is not limited to this configuration. For example, a normal rail (JIS E 1101:2001) or a light rail (JIS E 1103:1993) may be used. In addition to flat-bottom rails, other rail shapes such as double-headed rails, bull's-head rails, and bridge rails may also be used.

[0288] In the above embodiment, the 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.

[0289] In the above embodiment, the torque generating device 30, the wheel load adjusting unit 42, and the slip angle adjusting unit 46 use the motors 32, 451, and 461, which are AC servo motors, 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.

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

[0291] In the above embodiment, the rail wheel R is connected to the rotation drive device 2010 without the torque generator 2020, and the test wheel W is connected to the rotation drive device 2010 via the torque generator 2020, but the present invention is not limited to this configuration. For example, a configuration may be adopted in which the rail wheel R is connected to the rotation drive device 2010 via the torque generator 2020, and the test wheel W is connected to the rotation drive device 2010 without the torque generator 2020. Alternatively, a configuration may be adopted in which two torque generators 2020 are provided, and the rail wheel R is connected to the rotation drive device 2010 via one torque generator 2020, and the test wheel W is connected to the rotation drive device 2010 via the other torque generator 2020.

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

[0293] In the above embodiment, the function of the power distribution means is incorporated into the rail wheel support portion 2032, but the power distribution means may be configured to be separate from the rail wheel support portion 2032. For example, the first transmission portion 2030 and the rail wheel support portion 2032 can be connected via additional power transmission means (for example, wrapping transmission or gear transmission). In this case, a pulley or gear of the additional power transmission means attached to the shaft of the first transmission portion 2030 functions as the power distribution means.

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

Claims

1. A wheel testing system suitable for testing railway wheels, comprising: a first testing device having a rail on which a test wheel rolls; a second testing device having a rail wheel that rotates together with the test wheel while in contact with the test wheel; a test data processing device that processes test data of the μ-S characteristics obtained by the first test device and the second test device; Equipped with the test data processing device converts the test result from the second test device into the test result from the first test device based on the test result from the first test device and the test result from the second test device; Wheel testing system.

2. The test data processing device: comparing the test results from the first test device with the test results from the second test device; determining a calculation formula for converting the test result obtained by the second test device into the test result obtained by the first test device based on the result of the comparison; converting the test results obtained by the second test device into test results obtained by the first test device using the calculation formula; 10. The wheel testing system of claim 1.

3. The test data processing device, determining the calculation formula based on test results by the first test device and the second test device in a first speed range on the lower side that can be tested by each of the first test device and the second test device; converting, by the calculation formula, the test result obtained by the second test device in a second speed range that is higher than the first speed range and in which measurement by the first test device is difficult, into the test result obtained by the first test device in the second speed range; 3. The wheel testing system of claim 2.

4. The test data processing device determines the correction formula by regression analysis of a curve of the difference between the μ-S characteristic obtained by the second test device and the μ-S characteristic obtained by the first test device (1).

4. A wheel testing system according to claim 2 or 3.

5. The test data processing device determines the correction formula by regression analysis using the slip ratio S as an explanatory variable and the difference μ 2 -μ 1 in friction coefficients as a target variable. where μ 1 is the coefficient of friction measured by the first testing device, and μ 2 is the coefficient of friction measured by the second testing device.

5. The wheel testing system of claim 4.

6. The test data processing device determines the correction formula by regression analysis using the slip ratio S as an explanatory variable and the friction coefficient ratio μ 1 / μ 2 as a target variable. where μ 1 is the coefficient of friction measured by the first testing device, and μ 2 is the coefficient of friction measured by the second testing device.

4. A wheel testing system according to claim 2 or 3.

7. The first testing device a carriage that rotatably holds the test wheel and that can run along the rail with the test wheel in contact with the rail; a test wheel drive means for driving the test wheel; The test wheel drive means a rotary motion supply means for supplying rotary motion having a number of rotations corresponding to the speed of the carriage; a first slip ratio control device that controls the slip ratio between the rail and the test wheel by changing the phase of the rotational motion supplied from the rotational motion supply means, A wheel testing system according to any one of claims 1 to 6.

8. The first testing device a carriage that rotatably holds the test wheel and that can run along the rail with the test wheel in contact with the rail; a test wheel drive means for driving the test wheel; The test wheel drive means a rotary motion supply means for supplying rotary motion having a number of rotations corresponding to the speed of the carriage; a first torque generating means for generating a predetermined torque to be applied to the test wheel by changing the phase of the rotational motion supplied from the rotational motion supplying means; A wheel testing system according to any one of claims 1 to 6.

9. The second testing device a rail wheel support portion that rotatably supports the rail wheel; a wheel support portion that rotatably supports the test wheel while in contact with the rail wheel; a first electric motor that rotates the rail wheel and the test wheel; a second slip ratio control device that controls the slip ratio between the test wheel and the rail wheel; Equipped with The second slip ratio control device a rotating frame that is rotationally driven by the first electric motor; a second electric motor attached to the rotating frame; At least one of the rail wheel and the test wheel is connected to the first electric motor via the second slip ratio control device. A wheel testing system according to any one of claims 1 to 8.

10. The second slip ratio control device is provided with a reducer that decelerates the rotation output from the second electric motor, The reduction ratio of the reducer is within the range of 45 / 1 to 120 / 1.

10. A wheel testing system according to claim 9.

11. The second testing device a rail wheel support portion that rotatably supports the rail wheel; a wheel support portion that rotatably supports the test wheel while in contact with the rail wheel; a first electric motor that rotates the rail wheel and the test wheel; a second torque generating device for controlling the slip ratio between the test wheel and the rail wheel; Equipped with The second torque generating device comprises: a rotating frame that is rotationally driven by the first electric motor; a second electric motor attached to the rotating frame; At least one of the rail wheel and the test wheel is connected to the first electric motor via the second torque generating device. A wheel testing system according to any one of claims 1 to 8.

12. The second torque generating device is provided with a reducer that decelerates the rotation output from the second electric motor; The gear ratio of the reducer is within the range of 45 / 1 to 120 / 1.

12. A wheel testing system according to claim 11.

13. The second test device, a first step of controlling the driving of the second motor so that the test wheel is under no load; a second step of controlling the driving of the second electric motor so that a predetermined torque is applied to the test wheel after the first step; a third step of controlling the driving of the second motor so that the test wheel is in a no-load state following the second step; Including, the first step includes a first step of controlling the driving of the first electric motor so that the number of rotations of the rail wheels increases to a predetermined value; the third step includes a third step of controlling the driving of the first electric motor so that the number of rotations of the rail wheels decreases and the rotation stops. configured to be controllable by a procedure, A wheel testing system according to any one of claims 9 to 12.

14. The second electric motor has a rated output of 3 kW or more and a moment of inertia of the rotating part of 10 -2 kg·m 2 or less. A wheel testing system according to any one of claims 9 to 13.

15. A transmission capable of changing the speed of the rotation output from the first electric motor. A wheel testing system according to any one of claims 9 to 14.

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