DE102004063041A1 - Vehicle functional test stand has load units connected to wheels, flanges and hubs through adjustable pivots applying pivoting forces and moments - Google Patents

Abstract

A vehicle functional test stand has load units (302) connected to the wheels, flanges and hubs with the parts connected to the steering wheels able to follow rotational movements (305) or apply (308) pivoting forces and moments.

Description

the The invention relates to a vehicle function test stand according to the preamble of claim 1.

Vehicle function test stands are known. They are used by automobile manufacturers at the end of the line and are used to check the Powertrain or its components such. B. the brake system of the vehicle.

Usually are vehicle function test stands, so-called Roller dynamometers, with Top rollers or double roller sets are provided, which different Bring disadvantages. The functional test of the vehicles shows when using the function test stands with Rollers as a result of the friction even before the vehicle is delivered wear and tear on the tires to the end customer. It is still in use of rollers, a fixed coefficient of friction between the tires and the rollers available. The low ground clearance of some of today's vehicles can be another problem when using a roller dynamometer, when the wheels of the vehicle each recorded between a pair of rollers and on Reason for performance tests High-horsepower vehicle must sink in far. The vehicle can in certain circumstances sit on the rollers of the vehicle function test bench.

Further Disadvantages of conventional Roller dynamometers are E.g. poor or no accessibility of the vehicle from down during the test as well as the risk of the vehicle being damaged during performance tests of the test bench can leave unintentionally (so-called pulling out, especially with powerful All-wheel drive vehicles). In the case of roller test stands, there is also a complete Automation, i.e. a driverless test operation, only with an extremely high to realize technical effort.

In the patent application not previously published with the file number of the German Patent and Trademark Office DE 10 2004 023 730.1 a test stand is described in which a base plate is provided for each wheel to be tested on a base frame, whereby the vehicle to be tested can be positioned between the base plates, with at least two opposing base plates being movable and lockable in the vehicle x-direction, with On each base plate a carrier plate is movable and lockable in the vehicle y-direction, on which load devices are arranged, the carrier plate being able to be moved "without force" on the one hand and a counter-torque or a counter-force, e.g. to simulate a steering return torque, being generated via the loading devices on the other hand and can be applied to the respective wheel or wheel flange.

By these measures on the one hand it becomes possible a vehicle function test bench without creating rollers, and on the other hand, further functionalities of Motor vehicles, e.g. when steering through lateral forces, high forces and Circumferential forces caused steering return torque to simulate. In particular, there are high drive and braking torques (also for all-wheel drive vehicles) transferable or measurable. While The examination the tires of the vehicle are still not stressed because these either not mounted at all or at least not in contact with the roller of the test stand stand. This also requires the free choice of simulation technology the coefficient of friction by a suitable control of the load units of the Vehicle function test bench. aside from that the vehicle is due to the structural features of this test bench safe to drive out in the test stand held, which makes an unintentional extension impossible.

at a training of this vehicle function test stand can be the movable base plates on two parallel rails, preferably smooth-running rails, be arranged. Furthermore you can the carrier plates on two parallel rails, preferably smooth-running rails be arranged.

In addition can the loading devices each have a motor (e.g. electric motor) and corresponding means of transmission the rotary motion and the torque of the motor on the respective Wheel or the wheel flange of the vehicle. This transfer of rotary motion can optionally also with adapter disks or on adapter disks as well by means of transmission couplings take place.

With the loading device z. B. a precisely defined torque calculated online or a defined force calculated online, for example to generate or simulate a steering return torque, can be applied. "Calculated online" in this context means that the required force is transmitted at the right time by means of a vehicle model through the test stand to the test stand's internal control of the loading device, which then applies the adjustment force accordingly. The vehicle model runs simultaneously on a higher-level control computer "in the loop", that is, with feedback to the control computer about the forces and wheel rotation speed coming from the test bench. As an alternative or in addition, this model can run in parallel in the vehicle's central control unit and thus the model in the higher-level control system Replace calculation computer or verify its calculation results.

as well can other moments are transferred to the vehicle with the loading device, with which, for example, chassis and drive train systems as well the entire drive train of the vehicle can be tested.

In one embodiment can the means of transmission the rotary motion of the motor include a translating belt drive, which the rotary motion of the motor on one with the respective wheel or the shaft connected to the wheel flange. This serves in particular to transfer high drive and braking torques to the vehicle, around the drive train or all subsystems, e.g. B. the braking system of the vehicle.

Here is it appropriate that on / on the connecting shaft a sensible way additional rotational mass to increase the mass moment of inertia is provided.

Means such an additional mass that is balanced and variable equippable can be, can be the moment of inertia elevated will. This can make the actual translational vehicle inertia be simulated accordingly; however, at least the simulation can the "inertial mass" of the vehicle supports the load units will. Furthermore, a defined, electrically simulated additional Mass are generated.

Farther can the means of transmitting the Rotary movement of the motor an adapter to connect the transmission shaft to the vehicle hub or the wheel flange.

About this The loading device with the wheel or the wheel flange becomes an adapter of the vehicle connected or the chassis supported on the test position and held.

Of the Adapter can have a clamping and centering device and is via the Wheelbase and track width adjustment of the load units to the Vehicle brought up and adapted.

With the clamping and centering device can be the loading device be connected to the wheel or wheel flange with optimized cycle times.

Farther is described that the transmission wave can be a constant velocity universal joint shaft.

Over a such, also as constant velocity joint shaft, CVJS) can transmit the torque of the translator Belt drive on the adapter and over the latter to the wheel flange or the drive train of the vehicle to get redirected. Depending on the requirements, the non-steerable Axis instead of the homokinetic cardan shaft, however, also has a mobile one Shaft-shaft connection or a standard cardan shaft with length compensation (e.g. for vibration damping) are used, with homokinetic propeller shafts for the steerable Front axles are used.

task The present invention is related to tests improve the steering of vehicles.

These The object is achieved according to the present invention according to claim 1 by at least individual parts of at least individual loading devices, the steerable wheels of the vehicle are assigned while of the test process are movable such that the at least individual parts steering movements can follow.

One frictional Connection can be implemented, for example, by means of a clamping coupling. A form-fitting Connection is made by interlocking two profiles, as is the case, for example, with two gears. It is also a combination of force fit and form fit is possible. Essential is that the connection is designed so that forces, so Moments as well as speeds, i.e. speeds, from the load unit Defined transferred to the wheel mount, wheel hub, wheel or adapter disc will.

Advantageous this makes it possible Checks too at steering angles to be able to make those with a rigid loading device as well as conventional ones Roller dynamometers are not were representable. This advantageously makes it possible to use a large number of additional Functionalities to consider such as integrated driver assistance systems to increase the Safety like the lane departure warning system in the vehicle group and therefore also in the overall control unit network. The angle compensation can be used for small steering movements of up to about +/- 3 ° wheel steering angle by using a homokinetic cardan shaft. if the steering movement becomes so great that the constant velocity universal joint shaft is in its design-related overload range with respect to of the articulation angle would be driven, can with the aid of the displacement in the present invention also at Vehicle function tests carried out at these larger wheel steering angles will.

It it is not necessary to design all loading equipment in such a way that that this during the Test process (at least in parts) are movable. Usually they are on vehicles only the front wheels steerable. So that means that in these common vehicles the loading devices for the Rear wheels can be designed as is already known.

It is also not absolutely necessary, the loading device completely like this to design that this completely during the testing process are movable. It can be enough if only individual parts of the loading device can be moved.

the Loading device can, for example, also be used as a hydraulic motor be designed. In this case it is unlike others Types of drive that will be discussed below are not required, a translating Gearboxes or other additional translation units to be provided. The loading device then only consists of one Part "hydraulic motor" as well as the connection from the output of the hydraulic motor to the positive and / or non-positive connection with the adapter disk or the wheel hub, the wheel flange or the Wheel. In this case, the loading device is movable as a whole. The hydraulic motor has over others Drive forms take advantage of the higher power density as well as the higher Dynamics with low mass.

Instead of of the hydraulic motor can also be used in connection with the prior art illustrated electric motor described with translating Toothed belt drive can be used.

the Loading device can also be used, for example, as an electric motor be trained over a gear with the adapter disk or the wheel hub, the wheel flange or connected to the wheel. It can then suffice, just the transmission to move with and the electric motor during the test process designed to be stationary. This has the advantage that the translational masses to be moved become smaller. The transmission can for example be a Be angular gear. Must be here then more useful as a connecting element between the engine and the transmission Way a variable length Cardan shaft or similar are used, which the translational relative movement between these assemblies (engine and gearbox) provided that constant and reproducible torque and speed transmission guaranteed.

With The present invention makes it possible to produce partial scopes of Vehicle function tests the one that is heavily used with many necessary test scopes End of tape ("end of line ") of production to move forward into the assembly line and thus the scope of testing at the end of the line to reduce. After the corresponding control units and aggregates in the assembly line can be done at an early stage a corresponding functional test is carried out during ongoing production will.

in the In the sense of an integrated examination will it be possible early exams not only the vehicle steering and the steering actuators but also all other powertrain components and integrated systems to undertake. This also applies in particular to so-called X-by-Wire systems.

By the improved exam in connection with the steering can also be integrated Scope of testing of the Complete system "vehicle" and all of its Subsystems through to mechatronically designed drive train components of a complete Drive-by-wire vehicles as well as contiguous Function and functionality tests of the integrated systems (safety and driver assistance systems) in the overall context Perform vehicle. During the steering function tests it is also possible, for example, the functional test mechatronic steering actuators and their components under load. This functional test can, for example, measure energy consumption and how it works of the corresponding systems.

It So theoretically all those exams can already be carried out that not directly related to the influence of driving dynamics the tire itself on the later The vehicle is stationary. The influence of the tires can for example in a warping of the vehicle due to different types of tires or by different air pressures of the tires of the driven axle exist in the event of strong acceleration. For such tests is still one with wheels and tires ready for delivery Vehicle necessary, with these checks, for example, on a Dynamic crowning roll performed can be.

at the embodiment according to claim 2 is followed by the at least individual Share the steering movements passively.

Advantageous can this saves costs because active control elements are saved can be. The embodiment according to claim 2 is particularly suitable when only a few parts of the loading device moved Need to become. These lesser masses can be advantageously moved by the steering movement itself.

With this passive movement, the vehicle can be advantageous with regard to a fully automatic, ie driverless testing can be controlled and operated by means of the control unit communication between the vehicle and the vehicle function test bench. In this case, communication between the vehicle and the test bench must exist and be maintained during the test.

the In the case of small steering movements, displacement can be purely mechanical Be realized driver, which is advantageous over mechanical spring-damper units muffled is.

at the embodiment according to claim 3 is followed by the at least individual Share steering movements by means of at least individual parts Control elements are movable.

Advantageous have to in this configuration the forces for moving the loading devices as a whole or the corresponding Parts of the loading devices are not affected by the steering of the vehicle to be tested be applied by yourself. The actuating elements are activated in this embodiment it is advantageous that the steering angle is electronic are detected and the control elements are controlled accordingly. The electronic recording can be done either by means of absolute encoders or "online" by means of electronic Measurement units are recorded. The units of measurement can be in in the simplest case, small electric motors with high-precision sine-cosine encoders or similar be. This makes the steering load of the vehicle under test more realistic shown than in the previously described embodiment with the mechanical Sliding device.

the Control elements can for example electric motor, pneumatic or hydraulic be.

Farther can be an additional Electric motor (for example a standard gear motor) for simulation of steering return torques and steering forces while The examination come into use. This is useful on the steering unit of the Load unit attached and can be via an additional toothed belt transmission be integrated into the load unit. The steering unit the load unit can, for example, cross slide and a Rotary socket divided into its individual degrees of freedom of circular motion be. The smaller gear pulley this translation unit is attached to the electric motor itself. Its larger toothed washer is attached under the adaptation unit in such a way that an impact of the motor with a rotation request with a certain torque initiates an actuating torque in the steering of the vehicle.

at the embodiment according to claim 4 are the at least individual parts movable in a direction which corresponds to the longitudinal direction of the vehicle.

Advantageous can follow the steering (the steering movement of the vehicle to be tested) by a linear movement of the moving parts of the load unit will be realized. The linear movement is with comparatively little Effort realizable. For example, one in the longitudinal direction of the vehicle oriented electric motor also in the longitudinal direction of the vehicle have oriented output shaft. This output shaft of the electric motor is variable in length and the input shaft to an angular gear set in the longitudinal direction of the vehicle by methods already described (for example mechanically or electromotive) is movable. The output shaft of the bevel gear, a homokinetic transverse wave, goes transversely to the longitudinal direction of the vehicle on the adapter disk or the wheel hub, the wheel flange or the wheel to. By only using the angular gear in this embodiment with its output shaft and the mechanical coupling to the The vehicle can be moved translationally, is also only part of the loading device moveable.

at the embodiment according to claim 5 is the vehicle function test bench designed that by means of controllable actuators the at least individual Forces can be applied to parts of at least individual loading devices are so that from the outside on the steerable wheels, the wheel flanges of the steerable wheels, the wheel hubs of the steerable wheels or attached adapter disks simulated steering return torques or steering forces are applicable.

Of the controllable actuator can be a separate servomotor, the one with a suitable translation and suitable attachment to the steerable parts of the loading unit acts. The forces to be applied can at the same time as the test sequence via a higher-level Control computer "in the Loop "is calculated so that the corresponding steering return torques and steering forces the steerable wheels / axles of the to be tested Transfer vehicle can be.

If, in an embodiment with an electric motor, masses to be moved along are provided to increase inertia forces, it is advantageous to connect these masses to the output shaft of the electric motor in any case before the transmission input. Because of the higher speed at the transmission input, the same inertial forces reduced on the vehicle wheel can be generated there with smaller masses as at the transmission output with larger masses. Because of the reduction in the Mas to be moved translationally This enables tests to be carried out with greater dynamics. Furthermore, certain system components can thus be designed to be more compact and cheaper.

at the loading devices described, it is advantageous if the systems for generating rotary movements and torques, such as for example the electric motors described, also used for this purpose the positive and / or non-positive connection to the wheel hub, the wheels or the adapter disk. For example, a form-fitting and / or force-fitting connection are made by a connecting coupling screw elements having, using special multi-disc clutches be screwed into the thread of the wheel flange. With the described Arrangement it is advantageously possible the coupling and inclusion of the vehicle in the function test bench automate. With the function test stand described is it is still possible by simulating the load conditions, the corresponding functional tests are strong automated or even completely autonomous, i.e. without workers.

in the The following is an embodiment of the Invention described with reference to drawings.

Show it

1 a perspective view of a vehicle function test bench,

2 a schematic representation of the vehicle function test bench,

3 a representation of a first solution according to the present invention, in which an angular gear is longitudinally displaceable,

4th a schematic detailed representation of a loading unit for the rear axle and

5 a representation of a further solution according to the present invention, in which an angular gear is longitudinally displaceable.

The in 1 The vehicle function test stand shown consists of a basic structure 101 which can be optimally adapted to the conditions on the assembly line in vehicle series production. On this basic structure 101 are four load units, two each ( 102 , 103 ) for the front axle and two ( 104 , 105 ) for the rear axle so that the wheelbase can be adjusted either on the front axle or on the rear axle with the help of active displacement elements (e.g. spindle motors, but also pneumatic or hydraulic drives, etc.). To do this, the load units must be attached to the appropriate running rails. All loading units can also be moved transversely to the longitudinal direction of the vehicle for the purpose of track width adjustment and vehicle adaptation (again using appropriate displacement units). With load units not only the electric motors are meant here but the entirety of the parts consisting of the respective electric motor and the other parts that are required for the transmission of force or torque from the electric motor to the wheel, the wheel flange or an adapter disk.

In the following, the construction of a prototype is described, for example, as a possibility of construction for a stationary test bench that is not linked to an assembly line. Stationary means that there is no regular, cycle-related vehicle change on the function test bench. The in 1 The basic structure described, optimized for use in the assembly line, is of course different in stationary test stands on which the vehicle to be tested does not have to be changed depending on the cycle time.

the Load units and their structure described below can, however, with the exception of the displaceability for the wheelbase adjustment and the track width setting as well as the automatable one already described Adaptation to what is to be tested Vehicle must be identical under series production conditions.

The mechanical structure of the function tester for stationary operation is in 2 shown in perspective. The load units for the front and rear axles, which can be identical to those for series production and which differ from one another in some details according to their function, are explicitly described below.

The basic equipment of the function test bench consists of a base frame 201 for fastening the test item (i.e. the vehicle) to the ground and consisting of two load units for each axle (for the front axle with 202 and for the rear axle with 203 designated). Furthermore, the function test bench on the rear axle consists of two (not in the 2 shown) support devices for the rear axle. These support devices permanently support the rear axle. On the front axle, after the vehicle has been attached and fixed on the test stand, the wheels are lifted into the adaptation position by external lifting units. The load units are adapted and then support the wheels accordingly in the test position. Alternatively, this design can also be used on the rear axle, so that no permanent support devices are required here.

Of the The base frame is adapted to the vehicle and suitable for it Places attached to the vehicle underbody. This support is necessary a vehicle attachment in such a way that no part of the vehicle (including not the wheels, which, however, do not necessarily have to be installed) touches the ground. Farther the vehicle itself becomes in the x, y and especially in the z direction held securely, the vehicle weight is supported and through the test sequence forces introduced into the system and tilting moments are recorded.

the On the one hand, stop stamps have the function of supporting the vehicle. On the other hand, it can be used to support the vehicle on the steering knuckles so that that the unsprung masses (wheels, Tires, brake components, etc.) in the test and setting position (e.g. in the so-called construction position "K0") an alternative design variant, which is also suitable, for example, for stationary truck test stands of this type as a pure function tester without entitlement to performance tests of the drive train. These holding stamps can be designed and varied also from the outside be designed controllable.

In series production, the in 1 as a frame 106 implied so-called hangers adopted. The function of fixing and supporting the forces introduced into the test object by the test units is carried out in series production by a separate, test bench-internal support and fixing unit which, after the vehicle has been transported to the test bench, is separately moved to the test object / vehicle and adapted. After the load units, which in series support the axles during the test sequence on the test position, have been adapted to the wheel hub or wheel, etc., the support units return to their basic position and only the test force-absorbing and vehicle-fixing function of the support units under the Vehicle chassis is retained.

Farther In the specific example of the prototype, those that occur during the ongoing "test" of the test object are used Powers supported by the base frame and the vehicle is held securely in place.

The load units for the front axle ( 102 and 103 in 1 and 202 in 2 ) as well as the rear axle ( 104 and 105 in 1 and 203 in 2 ) presented. This load unit consists of the following basic components (see 3 ).

301:

Substructure / framework / base frame of the individual load unit

302:

Asynchronous machine (Loading machine)

303:

Bevel gearbox on the gear base plate and carrier on smooth running rails with ball runner blocks as well as so-called travel limiters / stops (on the running rails) to protect the shaft components 308 against excessive stress caused by the bending angle

304:

Flywheel for increase the mass moment of inertia (e.g. ∅ 400 × 100 mm), alternative solution for heavier ones Vehicles (for example passenger cars from the luxury segment): two flywheels, then one each on the engine output shaft and on Gearbox input shaft flanged

305:

Translational and Rotationally designed adaptation unit using cross slides on 2 × smooth-running rails with ball carriage to break down the rotary movement into its degrees of freedom with path limiters / stops (on the rails)

306:

Pneumatic adjustment unit for transmission gear (3 positions: left - center - right), eg with 150 mm adjustment path, it is set on the adaptation unit with the help of absolute encoders 305 and a computer control. Alternatively, so-called servo-hydraulic adjustment units or spindle motors can be used. These then have constant, stepless, "online" guided mobility of the gear unit rather than stepwise.

307:

Variable length cardan shaft as a connection unit between stationary motor and translationally movable gear

308:

Constant velocity universal joint shaft for transferring loads to the test item

309:

electromotive Actuator for simulating steering return torques and steering forces Steering movement, translated accordingly via toothed belt drive and sensibly attached to the adaptation unit 5 to only to intervene in the rotary motion

The load unit of the non-steerable axle (e.g. rear axle) basically consists of the same components as the load unit of the front axle. As a result of the fact that no adjustment by following steering angles is necessary here, there are some structural simplifications which, in contrast to the illustration of the figure, are shown below with the aid of FIG 4th explained.

403:

The angular gear itself is identical to that of the front axle load unit, it is omitted however, the smooth running rails, the ball runner blocks and thus the adjustment unit for the Transmission.

405:

As 305 in 3 , but not steerable, so not rotatably and displaceably mounted and not on smooth-running rails and compound slides. The adaptation unit does not have to be designed to be steerable, ie smooth running rails and ball trolleys are not required. Due to the internal degrees of freedom of the adaptation unit itself, toe and camber of the rear wheel can be compensated. All that needs to be supported is the force that holds the rear axle in the test position. As an alternative, it is also possible to provide an adaptation unit which consists of the same device as for the front axle. In 4th only an alternative is shown. With this alternative, the force support of the rear axle is taken over by a separate, external support under the vehicle.

One Shifting unit for the transmission gear not applicable

407:

The connecting shaft between engine and gearbox can be shorter and does not need to be adjustable in length fail.

408:

The constant velocity universal joint shaft not applicable. It is replaced by a compensation unit. This only has the task of compensating for the small toe and camber angles of the rear wheel and to transmit the moment.

5 shows an alternative embodiment of the load unit for steerable wheels, which is designed so that it can follow the steering angles of the vehicle. It's an electric motor 502 can be seen, which is oriented in the longitudinal direction of the vehicle as well as its output shaft 507 . This output shaft 507 is also the input shaft of an angular gear 503 . The wave 507 is variable in length.

It can be seen that on the wave 507 in front of the bevel gear 503 a mass 504 is arranged. This mass advantageously rotates 504 with the (higher) angular speed of the electric motor 502 , so that this mass for generating corresponding inertia forces can be carried out more easily overall.

The homokinetic output shaft 508 of the bevel gear 503 is oriented transversely to the longitudinal direction of the vehicle and has an adaptation unit 505 tied together.

It can be seen that the bevel gear 503 with its output shaft 508 and the adaptation unit 505 is movable on the rails oriented in the longitudinal direction of the vehicle.

In the representation of the 5 is a mechanical drive pin 510 to see the angular gear mounted on the rails and starting from the base plate 503 takes away. It can also be seen that this entrainment is dampened by springs.

the Fixation of the vehicle on the described vehicle mounts takes place in the inpatient Case either manually by screwing using appropriate U-clamps or other security options or over automatic tilting or clamping elements of any type and function.

In of series production on the production line transport integrated, existing carrying and Transport device (e.g. the so-called hanger) the vehicle into the test bench us out of it.

• • Das Fahrzeug wird auf den Fahrzeugfunktionsprüfstand auf- bzw. eingebracht und wie beschrieben fixiert, nachdem eine Typenerkennung (vorzugsweise kabellos über Funksystemen oder andere kabellose Kommunikationssysteme) erfolgt ist
• • Die verstellbaren Belastungseinheiten werden an den Radstand und die Spurweite des zu prüfenden Fahrzeuges angepasst soweit dies erforderlich ist
• • Die Kommunikation mit den fahrzeuginternen Steuergeräten wird hergestellt (vorzugsweise kabellos über Funksysteme oder andere kabellose Kommunikationssysteme, aber auch mittels eingebrachtem Kabel über Steckverbindung vorstellbar)
• • Anschließend oder zeitgleich dazu erfolgt die Adaption der Belastungsvorrichtung an das Fahrzeug, beispielsweise über Zentrier-Spann-Elemente, die an der Felge, dem Radflansch oder der Radnabe angreifen können. Die Adaption kann sowohl kraft- als auch formschlüssig oder in Kombination dieser beiden Verfahren erfolgen. Außerdem können Verschraubereinheiten oder Klemm-Spann-Backen sowie pro Rad je eine Adapterscheibe (während des Prozesses selber oder zuvor montiert) zur Anwendung kommen.
• • Die Fahrzeugprüfung wird vorgenommen
• • Die Prüfdaten werden gespeichert und entsprechend abgelegt oder weiterverarbeitet, die Fahrzeugsteuergeräte werden parametriert, soweit dies nötig ist
• • Das Fahrzeug wird aus seiner Fixierung gelöst
• • Das Fahrzeug wird aus dem Prüfstandsbereich heraus und z.B. zur weiteren Radmontage (sollte diese noch nicht erfolgt sein) transportiert.

The test process / test sequence with a vehicle function test bench according to the invention can proceed as follows in series production:

• • The vehicle is placed on or brought into the vehicle function test bench and fixed as described after a type recognition (preferably wirelessly via radio systems or other wireless communication systems) has taken place
• • The adjustable load units are adapted to the wheelbase and the track width of the vehicle to be tested as far as this is necessary
• • Communication with the vehicle's internal control units is established (preferably wirelessly via radio systems or other wireless communication systems, but can also be envisaged using an inserted cable via a plug connection)
• • Subsequently or at the same time, the loading device is adapted to the vehicle, for example via centering-clamping elements that can act on the rim, the wheel flange or the wheel hub. The adaptation can take place both non-positively and positively or in a combination of these two methods. In addition, screwing units or clamping-clamping jaws as well as an adapter disk per wheel (during the process itself or previously installed) can be used.
• • The vehicle test is carried out
• • The test data are saved and stored or processed accordingly, the vehicle control units are parameterized as far as this is necessary
• • The vehicle is released from its fixation
• • The vehicle is transported out of the test bench area and, for example, for further wheel assembly (if this has not yet taken place).

Claims (5)

Vehicle function test bench in which loading devices ( 102 , 103 , 104 , 105 ) can be non-positively and / or positively connected to the wheels, the wheel flanges, the wheel hubs or adapter disks attached to them, characterized in that at least individual parts ( 303 , 308 , 305 , 309 ; 503 , 508 , 505 ) at least individual loading facilities ( 102 , 103 ), which are assigned to the steerable wheels of the vehicle, can be moved during the test process in such a way that the at least individual parts ( 303 , 308 , 305 , 309 ; 503 , 508 , 505 ) Can follow steering movements. Vehicle function test stand according to Claim 1, characterized in that the at least individual parts ( 503 , 508 , 505 ) Follow steering movements passively. Vehicle function test stand according to Claim 1, characterized in that the at least individual parts ( 303 , 308 , 305 , 309 ) Follow steering movements by placing the at least individual parts ( 303 , 308 , 305 , 309 ) by means of adjusting elements ( 306 ) are movable. Vehicle function test stand according to one of Claims 1 to 3, characterized in that the at least individual parts ( 303 , 308 , 305 , 309 ; 503 , 508 , 505 ) are movable in a direction that corresponds to the longitudinal direction of the vehicle. Vehicle function test stand according to one of the preceding claims, characterized in that by means of at least one controllable actuator ( 309 ) At least individual parts of at least individual loading devices can be subjected to forces so that simulated steering return torques or steering forces can be applied from the outside to the steerable wheels, the wheel flanges of the steerable wheels, the wheel hubs of the steerable wheels or adapter disks attached to them.