Vehicle test board and method for performing measurement and adjustment work and driving simulation on vehicle by using vehicle test board

Abstract

The invention relates to a vehicle test stand (1) having a wheel receiving assembly (201, 202, 203, 203, 301, 501) for a wheel of a vehicle to be tested. The wheel receiving assemblies (201, 202, 203, 203, 301, 501) each have a support device (306, 502) on which one or two drums (302, 303) are mounted, on which the wheels of the vehicle to be tested are supported. A drive and / or load unit (209, 210, 211, 212, 305, 505, 506) is assigned to at least one of the drums (303) of the wheel receiving assemblies (201, 202, 203, 204, 301, 502). In a first operating state of the wheel receiving assembly (201, 202, 203, 204, 301, 501), the respective carrier device (306, 502) is supported in a free-rotating manner such that the carrier device (306, 502) can rotate as a result of a force transmitted from the supported wheel of the vehicle to the drum (302, 303). According to the invention, at least part of the components of the drive and / or load unit (209, 210, 211, 212, 305, 505, 506) can be mechanically clutched (308, 309) with the respective drum (303). According to the invention, at least the clutchable components of the drive and / or load units (209, 210, 211, 212, 305, 505, 506) are not arranged on the respective carrier devices (306, 502).

Description

Technical Field

[0001] The invention relates to a vehicle test bench according to the preamble of claim 1 and to a method according to claim 10 for carrying out measuring and adjustment work on a vehicle and for carrying out driving simulations using such a vehicle test bench. Background Art

[0002] The vehicle test bench involved here has a wheel receiving assembly for the wheels of the vehicle to be tested.

[0003] The vehicle test bench is designed so that there is a wheel receiving assembly for each wheel or each wheel set on each side of the axle. If the vehicle has two wheels at one or more axles, these wheel pairs are supported on a common wheel receiving assembly. These two wheels are wheel sets in the described sense.

[0004] The wheel support assembly can be designed as a so-called apex drum. The wheel support assembly then has a drum. The respective wheel is supported on the apex line of the drum. There are usually so-called retaining drums, which bear against the respective wheel of the vehicle from the front and rear in order to hold the wheel on the apex line of the apex drum so that the wheel does not slip.

[0005] The wheel mount can also be designed as a so-called double drum. In the case of a wheel mount with a double drum, the corresponding wheel of the vehicle sinks between the two drums so that the wheel is supported on both drums. The depth of the wheel's sinking depends on the distance between the two drums, the drum diameter and the diameter of the wheel.

[0006] Vehicle test benches of this type are already known (DE 10 2015 11 5 607 A1). The vehicle test bench described therein has drums on which the wheels of the vehicle to be tested are supported. These drums can rotate about a vertical axis (perpendicular to the longitudinal axis of the drum). In this way, the drum of the wheel receiving assembly can be rotated by means of a drive element, and the force of the drum of the wheel receiving assembly can be transmitted to the corresponding wheel of the vehicle. This does not mean that the drum is rotated about its longitudinal axis. Instead, it means that the drum located in the horizontal plane is rotated so that the orientation of the longitudinal axis of the corresponding drum changes in the horizontal plane. In this way, the force can be transmitted to the wheel by changing the position of the longitudinal axis of the drum of the wheel receiving assembly relative to the corresponding wheel axis of the supported wheel. There is a linkage (Kupplung) by which the drive element can be linked (engekuppelt) or unlinked (ausgekuppelt).

[0007] Other types of wheel mounts are also known as so-called "floating plates". In one operating state of these wheel mounts, these floating plates are supported in a low-friction manner so that they follow the steering angle of the wheel supported on them when the steering angle changes. These floating plates are used for adjusting the suspension geometry (wheel toe angle and wheel camber angle of the vehicle). If the toe and camber adjustment device of the vehicle is activated, a wheel rotation is induced (with respect to the toe angle), which also occurs when the corresponding wheel steering angle is set via the steering wheel when the wheel toe angle is already set. Such floating plates are used for adjusting the suspension geometry because the floating plates follow the toe angle changes during the adjustment process so that no mechanical stresses occur between the drum of the wheel mount and the wheel supported on it.

[0008] The drive and / or load unit is connected to at least one drum of the wheel support assembly in a form-fitting and / or force-fitting manner so that forces are transmitted to the drum. The drive and / or load unit can be equipped with a drive, by means of which the corresponding drum of the wheel support assembly can be driven or braked with respect to a rotation about the longitudinal axis of the drum in the presence of a driving torque or a braking torque, which is transmitted from the wheel of the vehicle to the corresponding drum. In addition to or as an alternative to the drive, an inertial mass can also be connected to the drum, so that the rotational inertia of the drum increases when the load unit is connected.

[0009] The wheel receiving assemblies currently each have a support device. On the support devices are respectively placed one or two drums (depending on whether the wheel receiving assembly is configured as a vertex drum or a double drum). The wheels of the vehicle to be tested are supported on these drums in the manner described.

[0010] At least one of the drums of the wheel receiving assembly is assigned a drive and / or load unit.

[0011] The first operating state is an operating state in which the floating plate is rotatably supported. In this operating state, the suspension geometry parameters (wheel toe angle and wheel camber angle) are measured and adjusted. In this operating state, when adjusting the suspension geometry parameters, the drum of the wheel support follows the changes in the orientation of the wheel axis of the respectively supported wheel by rotating about the vertical axis.

[0012] In the first operating state of the wheel receiving assembly, each support device is supported in a manner that allows it to rotate about a vertical axis, so that the support device is supported in a freely rotatable manner in this first operating state of the wheel receiving assembly. The support device can therefore rotate due to the forces transmitted from the supported wheel of the vehicle to the drum.

[0013] This expands the functionality of wheel mount components used in vehicle test benches for driving simulations, so that calibration work on suspension geometry parameters can also be carried out in such vehicle test benches.

[0014] It is known from the prior art (DE 10 2004 001 439 A1 and EP 2 677 293 B1) that a vehicle test bench is designed so that it can be used to measure and adjust the geometric parameters of the suspension system in a first operating state, and to perform driving simulation in a second operating state. For this purpose, there are drive units for the drums of the wheel support assembly, which can be used to transmit forces acting on the corresponding wheels of the vehicle by driving or braking the rotation of the drums about their longitudinal axis in the second operating state. In the first operating state, the drums of the wheel support assembly are supported so that if the steering angle of the wheel changes during the adjustment work, the drums can rotate about the vertical axis following the rotation of the wheel with respect to the wheel steering angle. The drive units are connected to the drums of the wheel support assembly so that they rotate together when the corresponding drums rotate about the vertical axis. Summary of the invention

[0015] The invention is based on the object of expanding the application possibilities of vehicle test benches.

[0016] According to the invention, at least some components of the drive and / or load unit can be mechanically decoupled from the corresponding drum.

[0017] Furthermore, in one embodiment of the vehicle test bench according to the invention, at least the decoupable components of the drive and / or load unit are not arranged on the corresponding support device.

[0018] The decoupleable components of the drive and / or load unit can be mechanically decoupled from the corresponding drum.

[0019] This clutch mechanism is a step forward from the clutching of drive and / or load units in vehicle test benches according to the prior art. In the clutching operation, the drive and / or load unit is mechanically connected to the respective drum. The separation via the coupling mechanism only means that there is no longer a force fit between the output shaft of the drive unit and the load unit with respect to the rotation of the drum about its longitudinal axis. The same applies if the electric motor as drive unit is switched to a de-energized state.

[0020] The mechanical coupling mechanism according to the invention means that the separation is carried out such that the coupling component of the drive and / or load unit is a separate component (or components) relative to the drum in the case of mechanical coupling, which separate component(s) are no longer connected to the drum. In particular, in the case of coupling of the coupling components of the drive and / or load unit, these components are also coupled with respect to the rotation of the corresponding drum (and even the other drum of the wheel receiving assembly and the carrier device) about the vertical axis.

[0021] Therefore, in this embodiment, the detachable components of the drive and / or load unit - due to the ability to be mechanically separated from the drum and - Since the drive and / or load unit is not mounted on the carrier, In this disengaged state, they do not have to rotate together when the supporting device rotates, thereby reducing the rotational inertia of the supporting device rotating around the vertical axis.

[0022] This is particularly advantageous for tuning work on the suspension geometry, in which adjustment devices on the vehicle are actuated so that the suspension geometry of the individual wheels is changed. It is advantageous that no mechanical stress occurs in the suspension and / or the wheels.

[0023] The corresponding wheel support assembly of the wheel on which the adjustment work is to be carried out is therefore in the first operating state. In order to avoid mechanical stresses, it is important to support the wheel support assembly in a manner with as little friction as possible, so that the support device rotates with high dynamics due to the forces transmitted from the wheel (in particular when the toe angle setting is changed). This low-friction (i.e. negligible in the force balance) support allows the longitudinal axis of the drum of the wheel support assembly to be set in the direction of the wheel toe angle, so that there is no permanent deviation between the longitudinal axis of the drum of the wheel support assembly and the toe angle of the wheel, because the friction forces supporting the wheel support assembly are also included in the force balance.

[0024] In order to avoid mechanical stresses in the vehicle suspension system, it is also meaningful for the orientation of the longitudinal axis of the drum of the wheel receiving assembly to "follow" changes in the orientation of the wheel axis of the supported wheel as quickly as possible.

[0025] In order to avoid these mechanical stresses as efficiently as possible, it is not only necessary but also has proven to be advantageous if the wheel support assembly (support device) reaches a corresponding position at the end of the adjustment process in which the orientation of the longitudinal axis of the drum is correlated with the toe angle of the supported wheel. It has proven to be expedient to set the dynamics of the rotational movement of the support device in such a way that the orientation of the longitudinal axis of the drum follows the change in the corresponding toe angle as quickly as possible.

[0026] In this regard, it is advantageous if the detachable part of the drive and / or load unit is not mounted on the carrier and can be mechanically detached from the corresponding drum. In this detached state, the detachable part of the drive and / or load unit does not participate in the calculation of the moment of inertia which influences the rotational movement of the wheel support assembly and the carrier about the vertical axis in the first state. In this first operating state of the wheel support assembly, this moment of inertia is reduced by mechanically detaching the detachable part of the drive and / or load unit, so that the orientation of the drum of the wheel support assembly in the first operating state follows the change of the corresponding toe angle with very high dynamic characteristics.

[0027] Furthermore, in the design according to claim 1, the connection device between the detachable part of the drive and / or load unit and the corresponding drum of the wheel receiving assembly is designed in a state where the drive and / or load unit is mechanically coupled to the corresponding drum so that the connection device follows the rotation of the longitudinal axis of the corresponding drum around the vertical axis. In addition or alternatively to this design of the connection device of the detachable part of the drive and / or load unit and the corresponding drum, the drive and / or load unit in the vehicle test bench can be moved in a horizontal plane so that the longitudinal axis of the connection device between the drive and / or load unit and the corresponding drum follows the change in orientation of the longitudinal axis of the corresponding drum when the carrier device rotates around the vertical axis.

[0028] The mechanical clutch operation may involve the entire drive and / or load unit or only a part of the drive and / or load unit. If only a part of the drive and / or load unit can be mechanically clutched, this may be meaningful when the corresponding drum is to be connected to both the drive unit and the load unit. The rotation of the corresponding drum around the longitudinal axis is driven or braked by the rotation of the drive unit (e.g., an electric motor) relative to the supported wheel. The load unit is a swing load, which increases the moment of inertia of the corresponding drum when it rotates around its longitudinal axis. The moment of inertia of the load unit also makes the moment of inertia have a large mass. If the drive and / or load unit is not mechanically clutched as a whole, but only a part of the drive and / or load unit can be mechanically clutched, it is proven to be a useful design to design the load unit in the sense described here to be mechanically clutched, while the drive unit remains mechanically connected to the corresponding drum. In the first operating state, the drive unit can be decoupled. The decoupling can be achieved by the presence of a coupling mechanism, by which the transmission chain (Antriebsstrang) between the drive unit and the respective drum can be disconnected; or (in the case of an electric motor), by disconnecting the electric motor from the power supply, so that the electric motor has no current voltage, so that the rotor of the electric motor rotates together when the drum rotates about its own longitudinal axis. In the case described here, the "housing" of the transmission chain of the drive unit is connected to the respective drum.

[0029] Within the scope of the invention, the drive and / or load unit can also be coupled integrally to the corresponding drum mechanically.

[0030] This first operating state is to be distinguished from an operating state in which the support device of the wheel mount assembly is not mounted in a freely rotatable manner, but is fixed with respect to rotation about a vertical axis or is rotated exclusively by a drive device in order to transmit forces to the corresponding wheel of the vehicle by means of this rotation. With the exclusively rotatable design of the wheel mount assembly, the vehicle in the vehicle test bench can be positioned in the lateral direction. This also allows driving on curves to be simulated.

[0031] The carrying device is supported so as to be rotatable about a vertical axis.

[0032] By rotating the support means, the drum (mounted on the support means) can also rotate in the same sense. This does not therefore mean that the drum rotates around its longitudinal axis. This rotatability means that the drum can rotate around a vertical axis, i.e. a vertical axis perpendicular to the longitudinal axis of the drum.

[0033] Advantageously, by integrating the wheel receiving assembly into the vehicle within the functional scope of claim 1, such a vehicle test bench can be used to measure and adjust the parameters of the suspension system geometry (the vehicle's wheel toe angle, wheel camber angle), and to simulate the vehicle's driving conditions (such as braking processes when the wheel is rotating or even more complex driving conditions with acceleration and even cornering (if the wheel receiving assembly can be rotated by the drive device).

[0034] In order to simulate driving situations, a drive and / or load unit is assigned to at least one of the drums of the wheel receiving assembly.

[0035] Furthermore, at least some components of the drive and / or load unit can be mechanically decoupled from the corresponding drum.

[0036] Different from the known prior art, the drive and / or load unit is not simply separated in the force fit relationship achieved by the linkage mechanism or switched to a current-free voltage as an electric motor, but is mechanically separated from the corresponding drum as a whole in the disengaged state and mechanically reconnected during the connection.

[0037] In the embodiment of the vehicle test bench according to claim 2 , in the first operating state of the wheel receiving assembly, the decoupable components of the respective drive and / or load unit are mechanically disengaged.

[0038] This has the advantage that the mass to be moved is reduced. This also applies in particular to the moment of inertia.

[0039] In the embodiment of the vehicle test bench according to claim 3, in the second operating state of the wheel support assembly, the drive and / or load unit is mechanically coupled as a whole for the purpose of simulating the driving of the vehicle. Depending on the specific driving situation, the decoupling components of the drive and / or load unit are mechanically decoupled if necessary.

[0040] This has the advantage that by connecting the drive and / or load unit, the driving resistance can be simulated (in some cases, the vehicle acceleration can also be caused, such as driving downhill). The drum of the wheel support assembly connected to the drive and / or load unit is accelerated or braked accordingly by the drive and / or load unit. By connecting the load unit, the rotational inertia of the drum can be increased.

[0041] In the second operating state, the drive and / or load unit is essentially coupled to the corresponding drum of the wheel receiving assembly. Claim 6 describes a driving situation in which it is meaningful to disengage the decoupleable components of the drive and / or load unit while the driving situation is occurring.

[0042] Claim 4 relates to a vehicle test bench, wherein in a second operating state of the wheel receiving assembly, the supporting device can be rotated about at least one vertical axis by a driving device, so that the force is transmitted to the supported wheel of the vehicle to be tested via at least one rotating drum of the wheel receiving assembly through the rotation of the corresponding supporting device.

[0043] In this embodiment of the vehicle test bench, the vehicle in the vehicle test bench can also be positioned laterally by corresponding rotation of the wheel receiving assembly and even bend driving can be simulated.

[0044] In the embodiment of the vehicle test bench according to claim 5 , the components of the drive device are mechanically decoupled from the support device in the first operating state of the respective wheel receiving assembly.

[0045] Advantageously, when forces are transmitted from the wheels of the vehicle to the drum of the wheel receiver assembly in the first operating state, the moment of inertia can be reduced again thereby, which counteracts a rotation of the support device of the respective wheel receiver assembly about the vertical axis.

[0046] In the design of the vehicle test bench according to claim 6, in the second operating state of the wheel bearing assembly, when performing a driving simulation, at least in a specific driving condition where the vehicle is braked with a braking force higher than a defined threshold, the clutchable components of the drive and / or load unit are disengaged mechanically.

[0047] If the drive and / or load unit is fully coupled, the reaction forces during braking with high braking forces can cause the vehicle to be lifted off the wheel support assembly. This can result in damage to the vehicle. In addition, this more or less uncontrolled movement of the vehicle constitutes a safety risk.

[0048] Therefore, it has proven to be advantageous to mechanically disengage the detachable parts of the drive and / or load unit during such intense braking processes. This results in a significant reduction in the reaction force to the braking force of the vehicle. When the drive and / or load unit is disengaged as a whole, the drum only has a relatively small moment of inertia and the friction between the corresponding supported wheel and the corresponding drum to react to the braking torque of the vehicle. This causes the drum to be set to a rotational speed of "0" correspondingly quickly, so that no reaction force to the vehicle's braking force acts on the vehicle. If the drive and / or load unit is not mechanically disengaged as a whole, but only parts of the drive and / or load unit are disengaged, the moment of inertia is nevertheless advantageously reduced and (if necessary) the drive force that reacts to the vehicle's braking process via the drum is reduced.

[0049] By disengaging the declutchable components of the drive and / or load unit during a severe braking process, it is possible to prevent the wheels of the vehicle from being lifted off the wheel receiving assembly of the vehicle test bench during the braking process.

[0050] If the connection device between the detachable part of the drive and / or load unit and the corresponding drum of the wheel receiving assembly is designed so that the connection device follows the rotation of the longitudinal axis of the corresponding drum around the vertical axis when the drive and / or load unit is mechanically connected to the corresponding drum, this can be achieved, for example, as described in claim 7, by making a constant velocity universal joint (homokinetische Gelenkwelle) as part of the connection device.

[0051] If the drive and / or load unit in the vehicle test bench is movable in the horizontal plane so that the longitudinal axis of the connection between the drive and / or load unit and the respective drum follows the change in orientation of the longitudinal axis of the respective drum when the support device is rotated about the vertical axis, this also applies to mechanically non-detachable components of the drive and / or load unit, provided that these non-detachable components are mounted on the support device and rotate together when the support device is rotated about the vertical axis.

[0052] For components not mounted on the support device, the longitudinal axis of the connection between these components of the drive and / or load unit and the respective drum can follow the change in position of the longitudinal axis of the respective drum when the support device is rotated about the vertical axis, in that the components of the drive and / or load unit not mounted on the support device can be moved in the horizontal plane in the direction of the X coordinate (the longitudinal axis of the vehicle in the vehicle test bench) and in the direction of the Y coordinate (the transverse direction relative to the longitudinal axis of the vehicle in the vehicle test bench in the horizontal plane). This movability in the X and Y directions can also be combined with the implementation of the connection by means of a constant velocity universal shaft. This takes into account that the position of the longitudinal axis of the drum of the wheel receiving assembly in the vehicle test bench changes when the support device (and also the drum of the wheel receiving assembly) rotates. In addition or alternatively to the embodiment of the connection device with a constant velocity cardan shaft, the components of the drive and / or load unit that are not mounted on the corresponding support device can also be supported in such a way that these components of the drive and / or load unit can not only be moved in the X and Y directions in the horizontal plane, but can also be rotated so that the orientation of the connection device between these components of the drive and / or load unit and the corresponding drum is adapted to the orientation of the longitudinal axis of the corresponding drum. The corresponding components of the drive and / or load unit that are not mounted on the corresponding support device can be mounted on a support member, which is aligned in a first position so that the connection device of these components of the drive and / or load unit is oriented in the same direction as the longitudinal axis of the corresponding drum. The support members of the drive and / or load unit can then be guided on a circular line in the horizontal plane in the sense of forced guidance, which is carried out concentrically with the intersection of the horizontal plane and the vertical axis, about which the support device can be rotated. Advantageously, the vertical axis also intersects the longitudinal axis of the corresponding drum, to which the detachable parts of the drive and / or load unit are connected or can be coupled. As a result, the parts of the drive and / or load unit that are not placed on the carrier can be moved so that they can be moved in the X and Y directions and rotated at the same time, so that the orientation of the connecting device of the corresponding parts of the drive and / or load unit corresponds to the orientation of the longitudinal axis of the drum. Advantageously, the connecting device can have a constant velocity universal shaft as a component. As a result, possible mechanical stresses can be absorbed because the drive and / or load unit follows the rotational movement of the carrier. Due to the (slight) time delay caused by this "following", the mechanical stresses that occur can be compensated by the constant velocity universal shaft.

[0053] In the embodiment of the vehicle test bench according to claim 7 , the constant velocity cardan shaft is part of the connection of the decoupleable part of the drive and / or load unit when the decoupleable part of the drive and / or load unit is mechanically coupled to the corresponding drum.

[0054] In the embodiment of the vehicle test bench according to claim 8 , the mechanical coupling of the coupling component of the drive and / or load unit with the corresponding drum is effected by means of a coupling component which is a face toothing element.

[0055] In the design of the vehicle test bench according to claim 9, the vehicle test bench is assigned a vehicle conveying system. With the help of the vehicle conveying system, the vehicle to be tested can be conveyed into the vehicle test bench in an automated manner and lowered, so that the wheels of the vehicle are supported on the wheel receiving components of the vehicle test bench.

[0056] In this state, measurement and adjustment work and test procedures can be performed on the vehicle. When these works are completed, the vehicle can be picked up again by the vehicle conveyor system and then transported away from the vehicle test bench.

[0057] Claim 10 relates to a method for carrying out measurement and adjustment work on a vehicle and for carrying out vehicle testing using a vehicle test bench according to any one of claims 1 to 10. For a vehicle whose wheels are supported on a wheel receiving assembly of the vehicle test bench, the method comprises the following steps: (i) Measuring and adjusting the geometric parameters of the suspension system, wherein the corresponding wheel support component is in a first operating state as well as (ii) Simulating driving conditions of the vehicle to be tested, wherein the wheel receiving assembly is in a second operating state.

[0058] The method describes a method for calibrating the geometric parameters of the suspension system and performing a driving simulation on a test bench, wherein the wheel receiving assembly of the test bench (corresponding to the design scheme of claims 1 to 6) is configured to perform the two measures according to steps (i) and (ii). Obviously, the symbols (i) and (ii) are merely enumerated marks. This does not mean that the order of the two steps is fixed. In the vehicle test bench, a driving simulation can also be performed first, and then the adjustment of the geometric parameters of the suspension system can be implemented. Of course, the advantage of the order of step (ii) after step (i) is that the geometric parameters of the suspension system have been adjusted when the driving simulation is performed on the vehicle.

[0059] In the method according to claim 10, the reference to claim 9 indicates that the two steps (i) and (ii) are performed on a vehicle, which is transported into the vehicle test bench and lowered therein so that the wheels of the vehicle are supported on the wheel receiving components of the vehicle test bench. After the two steps (i) and (ii) are performed, the vehicle is in this case picked up again by the vehicle transport system and transported away from the vehicle test bench.

[0060] Claim 11 relates to a vehicle test bench with a vehicle conveyor system. On the vehicle test bench, the wheel receiving assembly has a double drum. The wheel receiving assembly of the vehicle test bench has a lifting device, whose first operating position is used to lift the wheel of the vehicle relative to the second operating position of the lifting device, in which the wheel of the vehicle is in a position to sink between the two drums of the wheel receiving assembly during simulated driving. In this case, the vehicle is picked up by the vehicle conveyor system and the lifting device is set to the first operating position.

[0061] The lifting device can be a lifting pillow platform, which will be combined with Figure 3 It is explained. The lifting device can also be designed to be able to adjust the distance between the longitudinal axes of the two drums of the wheel receiving assembly in a variably manner in the horizontal plane. When the distance between the longitudinal axes of the two drums is set to the minimum, the degree of sinking of the vehicle's wheels between the two drums is correspondingly minimized. If the distance between the longitudinal axes of the two drums is set larger, the wheels sink deeper accordingly. The distance between the longitudinal axes of the drums can be used as a lifting device. The minimum distance between the drums is equivalent to the first operating position of the lifting device. If the drums are set so that their longitudinal axes have a larger distance, this is equivalent to the second operating position. The minimum distance between the longitudinal axes of the drums is determined by the radius of the drums and is at least equal to the sum of the radii of the two drums after ignoring other structural boundary conditions.

[0062] Synchronously setting the lifting device to the first operating position and picking up the vehicle for transport has proven to be advantageous in this regard, since the vehicle is picked up by the vehicle conveyor system when the wheels of the vehicle are no longer lowered between the drums of the wheel receiving assembly for measuring and adjusting the suspension system geometry or simulating vehicle driving.

[0063] As has been described in the previous embodiments, the drive and / or load unit is to be mechanically engaged or disengaged according to certain operating conditions (e.g. braking the vehicle with a braking force above a threshold), and the control unit detects the corresponding operating conditions and can automatically engage the mechanical disengagement. By means of adjustment means, the control unit acts on the elements under the corresponding operating conditions, using which the drive and / or load unit is mechanically engaged or disengaged.

[0064] The switch between the first operating state and the second operating state can also be realized according to the input of a request signal for measuring and adjusting the geometric parameters of the suspension system. In response to the request signal, the wheel receiving assembly is switched to the first operating state (if necessary, the wheel receiving assemblies are switched successively to stabilize the position and orientation of the vehicle through the wheel receiving assemblies that are not in the first operating state). When the operation signal for the end of the measurement and adjustment of the geometric parameters of the suspension system is input, the wheel receiving assembly can be switched to the second operating state to perform a driving simulation. During the driving simulation, the mechanical clutch operation of the drive and / or load unit can be re-performed according to the detected operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] An embodiment of the present invention is shown in the accompanying drawings. Figure 1 shows a vehicle test bench with a vehicle conveyor system, Figure 2 Shown according to Figure 1 A vehicle test bench, wherein the vehicle conveying system is not shown, Figure 3 A wheel receiving assembly having a double drum and a drive and / or load unit which is assigned to one of the two drums of the wheel receiving assembly is shown. Figure 4 Shown according to Figure 3 a wheel receiving assembly, wherein the drive and / or load unit is not shown, Figure 5 A perspective view (top view) of a wheel receiving assembly is shown, wherein an embodiment of a support device (support plate) is shown in which the support device (support plate) is rotated about a vertical axis, the rotation being achieved by a motor drive, Figure 6 Shown from below Figure 5 a view of the wheel receiving assembly, and Figure 7 An alternative embodiment for mechanically coupling a coupling-able component of a drive and / or load unit is shown. DETAILED DESCRIPTION

[0066] Figure 1 A vehicle test bench 1 is shown. The driving direction of a vehicle located in the vehicle test bench 1 is indicated by an arrow with reference numeral 8 .

[0067] The vehicle conveyor system can be observed and will be described below.

[0068] The vehicle conveying system has guide elements 2 and 3 which are arranged beside the path along which the vehicles move. These guide elements may be conveyor belts.

[0069] Furthermore, the vehicle conveying system has holding elements 4 and 5 .

[0070] Two guide means 6 and 7 can be seen at the clamping element 5. These guide means 6 and 7 are Figure 1 6 is shown in a first position, in which the guide tool 6 is located in front of the wheel of the vehicle. The guide tool 7 is located behind the wheel of the vehicle. Each of the guide tools 6 and 7 has a roller, which is Figure 1 In the first position shown in FIG. 1 , the cam abuts against a corresponding wheel of the vehicle.

[0071] The guide means 6 and 7 can be pivoted into a second position, which is not shown in detail in the figure. For the pivoting, the guide means 6 and 7 can each be turned about a vertical axis by means of an adjustment unit. Thus, the guide means 6 can be pivoted forward in the direction of travel of the vehicle, while the guide means 7 can be pivoted backward in the direction of travel of the vehicle. The vertical axes are located in the region of the guide element 3, so that when the guide means 6 and 7 are pivoted into the second position, the lane for the vehicle wheels is open.

[0072] When the guide elements 6 and 7 are in the first position, the wheels of the vehicle are clamped. When the clamping elements 4 and 5 move along the guide elements 2 and 3, the vehicle thereby moves with the clamping elements 4 and 5. The clamping elements 4 and 5 move along the guide elements 2 and 3 in a synchronized manner.

[0073] In the embodiment shown, the vehicle can be "dropped" by the vehicle conveyor system by pivoting the guide means 6 and 7 to the second position (i.e., the guide means 6 and 7 are open). When the guide means 6 and 7 are pivoted to the first position, so that the guide means 6 and 7 are again located in front of (guide means 6) and behind (guide means 7) the corresponding wheels of the vehicle, the vehicle can be picked up again by the vehicle conveyor system.

[0074] When the guide means 6 and 7 of the clamping element are in the first position (and in this case respectively surround the wheels of the vehicle), the movement of the wheels of the vehicle corresponds to the movement of the clamping elements 4 and 5. In addition, the wheels of the vehicle are supported on the floor of the hall (or the track of the vehicle test bench 1) and roll when the vehicle moves. For this purpose, the brakes of the vehicle are released and the drive unit of the vehicle is uncoupled and / or the transmission is in the idle position (manual transmission) or in the gear position "N" (automatic transmission).

[0075] Figure 2 Shown according to Figure 1 A vehicle test bench, wherein the vehicle conveying system is not shown.

[0076] It can be seen that four wheel receiving assemblies 201, 202, 203 and 204 each support a wheel of the vehicle to be tested. It can be seen that each wheel receiving assembly has a double drum so that each supported wheel of the vehicle sinks between the two drums of the corresponding wheel receiving assembly.

[0077] It can be seen that the wheel receiving components 202 and 204 can be moved relative to the wheel receiving components 201 and 203 in the direction of arrow 8 or even in the opposite direction of arrow 8. The vehicle test bench 1 can be adjusted in this way so that vehicles with different wheelbases can be tested. The adjustment of the vehicle track can be achieved by making the axis length of the double drum of the wheel receiving component cover different track widths of different vehicles. If necessary, the test bench can also be adjusted in this regard, in that the wheel receiving components 201 and 203 and 202 and 204 can be moved relative to each other in a horizontal plane in a direction perpendicular to the direction of arrow 8.

[0078] exist Figure 2 In the illustrated content, reference numerals 213 and 214 as well as 215 and 216 indicate that the length of the lanes available to the vehicles in the vehicle test bench 1 varies over the length of the corresponding area for the vehicles to enter and exit (or be sent in or out), so that the wheels of the vehicles each have a continuous lane.

[0079] exist Figure 2 It can also be seen from the content that there are test units 205, 206, 207 and 208 in the vehicle test bench 1, which can be used to measure the suspension system geometric parameters (toe angle, camber angle) of the corresponding wheels of the vehicle to be tested. The measuring unit can be designed as described in DE102006036671A1 or DE102019131863A1, for example.

[0080] Furthermore, it can be seen that each wheel receiving assembly 201, 202, 203 and 204 is respectively assigned a drive and / or load unit 209, 210, 211 and 212, which acts on one of the two drums of the wheel receiving assembly 201, 202, 203 and 204. The wheel receiving assembly 201, 202, 203, 204 together with the load units 209, 210, 211 and 212 are Figures 3 to 5 Detailed description in.

[0081] Figure 3 Shown in Figure 2One of the wheel receiving assemblies 201 to 204 shown in the vehicle test bench. Wheel receiving assembly 301 has two drums 302 and 303. Therefore, wheel receiving assembly 301 is a wheel receiving assembly with a double drum (302, 303).

[0082] The lifting pillow 304 can be seen. When the vehicle is driven out of the vehicle test bench, the lifting pillow 304 is raised. This lifts the corresponding wheel of the vehicle so that it no longer sinks between the two drums 302 and 303. This makes it easier for the vehicle to be driven out of the vehicle test bench.

[0083] Furthermore, a drive and / or load unit 305 can be seen which, in the embodiment shown here, is assigned to the rotating drum 303 of the wheel receiving assembly 301 .

[0084] The drive and / or load unit can have an electric motor, by which the drum 303 of the wheel receiving assembly 301 can be driven or braked relative to the rotation of the wheel supported on the wheel receiving assembly 301. In addition or alternatively to the electric motor, the drive and / or load unit can have a swing load, due to which the moment of inertia of the drum 303 increases (when the drive and / or load unit 305 is connected to the drum 303). This can, for example, simulate the driving resistance or kinetic energy of the vehicle. The moment of inertia of the drums 302 and 303 reacts to the speed change of the supported wheel via the friction of the two drums 302 and 303 relative to the supported wheel of the vehicle.

[0085] It can be seen that the two drums 302 and 303 of the wheel receiving assembly 303 are arranged on a carrier 306. The carrier 306 is supported so that it can rotate around a vertical axis.

[0086] In the first operating state of the wheel receiving assembly 301, the support device 306 can rotate freely in the sense that the rotation of the support device 306 follows the force transmitted to the drums 302 and 303 of the wheel receiving assembly 301 through the change of the wheel axis of the supported wheel of the vehicle.

[0087] There is also a second operating state, in which the support device can be rotated about a vertical axis by a drive device, so that through this rotation of the support device 306, force is transmitted to the supported wheels of the vehicle through changes in the longitudinal axes of the drums 302 and 303.

[0088] If the steering wheel of the vehicle is not fixed, when the support device 306 rotates about the vertical axis, the wheel axis of the supported wheel follows the rotation of the longitudinal axis of the drums 302 and 303. In addition, the forces acting in the lateral direction are transmitted to the wheels of the vehicle. As a result, the vehicle as a whole is positioned in the lateral direction on the drum of the wheel receiving assembly. If the steering wheel of the vehicle is fixed, the wheels will not rotate, but the vehicle will only be positioned in the lateral direction on the drum of the wheel receiving assembly.

[0089] It can be seen that the drive and / or load unit 305 is connected to the rotating drum 303 via a constant velocity universal shaft 307 .

[0090] The drive and / or load unit 305 can be completely separated from the drum 303 by mechanical means. To this end, the two end toothed elements 308 and 309 interact with each other. In order to achieve the clutch operation by mechanical means, the end toothed element 308 can be moved onto the end toothed element 309 so that the two end toothed elements 308 and 309 are meshed to achieve the connection. In order to achieve the separation by mechanical means, the end toothed element 308 can be moved away from the end toothed element 309 in the axial direction so that the two end toothed elements 308 and 309 are separated.

[0091] It can be observed that the drive and / or load unit 305 is not arranged on the carrier device 306. In the state where the drive and / or load unit 305 is mechanically disengaged (the two end toothed elements 308 and 309 are separated, as shown in FIG. Figure 3 ), the carrier device 306 together with the drums 302 and 303 arranged thereon can rotate about a vertical axis, without the drive and / or load unit 305 having to rotate together in this case. This also applies to the mechanical elements arranged between the drive and / or load unit 305 and the face toothed element 308 (inclusive). Therefore, this also applies to the constant velocity universal shaft 307 and the drive device for moving the face toothed element 308 so that the two face toothed elements 308 and 309 mesh or separate.

[0092] The length of the constant velocity universal joint shaft 307 is variable, within which range the constant velocity universal joint shaft can compensate for the change in the distance between the drive and / or load unit 305 and the face toothed element 308 during the clutch operation.

[0093] Furthermore, the constant velocity universal joint shaft 307 (at least when the carrier is rotated about a vertical axis when the drive and / or load unit 305 is coupled) can compensate for changes in the orientation of the longitudinal axes of the face toothing elements 308 and 309. This applies at least to small angles of such changes in orientation.

[0094] If the carrier 306 is to be able to rotate around a vertical axis to a greater degree even when the drive and / or load unit 305 is disengaged, it is advantageous to support the drive and / or load unit and also the mechanical elements between the drive and / or load unit and the end toothed element 308 (inclusive) in a movable manner. This mobility may include a movement in the horizontal plane in the direction of the arrow 8 and also perpendicular to the direction of the arrow 8. It is particularly advantageous if the drive and / or load unit 305 is supported so that it can move on a circular track, the center of which is the intersection of the horizontal plane and the vertical axis around which the carrier 306 can rotate. This rotatability means that the constant velocity universal shaft 307 only has to compensate for small position changes caused by the mechanical inertia with which the drive and / or load unit 305 rotates following the carrier 306.

[0095] Advantageously, at the wheel receiving assembly, the face toothing elements (308, 309) are disengaged in the first operating state of the wheel receiving assembly 301.

[0096] In a second operating state, the face toothed elements (308, 309) are advantageously mechanically coupled to simulate the travel of a vehicle.

[0097] Figure 4 Shown according to Figure 3 Wheel bearing assembly 301 of the embodiment of the present invention, wherein the drive and / or load unit is not shown. Components identical to those in the figure have the same reference numerals. It can be seen that the end toothed element 309 is connected to the drum 303 via a belt drive mechanism 401.

[0098] Figure 5 A perspective view (top view) of a wheel receiving assembly 501 is shown, in which an embodiment of a support device (supporting plate) 502 is shown in which rotation about a vertical axis can be achieved by a drive element. The drive element can be an electric motor. Figure 5 It can be seen from the illustrated content that the wheel receiving assembly has two drums 302 and 303 and a crown 503 with an internal toothing. The gear 504 meshes with the internal toothing of the crown 503 via its toothing, either permanently or in a removable manner.

[0099] The gear 504 can be rotated by a drive element so that it interacts with the crown 503 having an internal toothing as a planetary gear train when the gearing of the gear meshes with the internal toothing of the crown.

[0100] The carrier 502 is fastened to the crown 503 so that the carrier 502 rotates together with the crown 503 when the crown 503 rotates.

[0101] exist Figure 5It can be seen from the depicted content that the combination of the drive unit 505 and the load unit 506 can exist as a drive and / or load unit.

[0102] The load unit 506 is a sway load, which is used to increase the rotational inertia of the driven drum 303 when the load unit 506 is mechanically coupled. This mechanical coupling can be achieved by a face toothed element 507. Reference numeral 508 designates a constant velocity universal shaft, which is a component of the connection device of the load unit 506 and the drum 303. If necessary, a clutch can be additionally integrated in the connection device, so that when the rotation speed of the drum 303 around its own longitudinal axis and the rotation speed of the sway load are different, the rotation speed of the sway load can be continuously adapted to the rotation speed of the drum 303 by slowly generating a linkage.

[0103] In principle, two clutch plates (Kupplungscheibe) corresponding to each other can be used instead of the face toothed element 507. In this case, the clutch plates are designed to be open and without an enclosing housing, and the described mechanical disengagement of the load unit 506 can be achieved by separating the two clutch plates when the clutch is opened. This applies not only to the mechanical clutch operation of the embodiment shown here, but also to other structural designs of the wheel support assembly connected to the corresponding drive and / or load unit. The difference between the face toothed element 507 and the connection device realized by the clutch plate is that the face toothed element 507 is a form-fitting connection, while the connection device realized by the clutch plate is a force-fitting connection.

[0104] The load unit 506 and the connection between the load unit 506 and the drum 303 are not placed on the carrier 502. In the first operating state of the wheel receiving assembly, the load unit 506 is mechanically disengaged. This reduces the moment of inertia of the wheel receiving assembly rotating around the vertical axis. As a result, the drums 302, 302 of the wheel receiving assembly follow the changes in the orientation of the wheel axis with high dynamic characteristics.

[0105] It can be seen that there is a drive unit 505, which acts on the drum 303 via a belt drive 509, so that the drum 303 can be accelerated or braked by the rotation of the drive unit 505 relative to the supported wheel. The belt drive 509 is put on the drum 303 so that it remains effectively connected to the drum 303 even when the end toothed element 507 is open.

[0106] It can be observed that the drive unit 505 and the belt drive mechanism 50 are also placed on the load-bearing device 502. The drive unit 505 can therefore also rotate with the drum of the wheel receiving assembly around the vertical axis in the first operating state. Advantageously, the drive unit is therefore configured so that its weight and, in particular, its moment of inertia relative to the rotation of the drum of the wheel receiving assembly around the vertical axis are as low as possible. The advantage of this configuration is that the drive unit 505 maintains a state in which it is mechanically connected to the drum 303. Therefore, in this design, only the load unit is mechanically disengaged for the rotation of the drum of the wheel receiving assembly around the vertical axis.

[0107] If necessary, a clutch may also be provided for the drive unit 505 in order to disconnect the drive train. If the drive unit 505 is an electric motor, the latter can be switched to a state without current or voltage. If the wheel undergoes a rotation about the wheel axis in addition to a change in the orientation of the wheel axis during the adjustment work, the two drums 302 and 303 rotate freely accordingly. This largely avoids stresses in the chassis.

[0108] Figure 6 Shown from below Figure 5 5. A view of the wheel receiving assembly 501. A drive element 601 can be seen, via which the gear 504 can be driven.

[0109] from Figure 6 In particular, it can be seen from the illustration that the drive unit 505 is placed on the carrier device 502 .

[0110] In the second operating state of the wheel receiving assembly, the drive element 601 and the planetary gear train (gear 504 and the inner toothing of the crown 503 ) are in an operating state in which the support device 502 can be rotated about a vertical axis by the drive element 601 .

[0111] In a first operating state, the planetary gear 504 can be separated from the inner toothing of the crown 503, so that the carrier 502 can rotate freely due to the forces transmitted from the wheels of the vehicle to the drum of the wheel receiving assembly without being braked by the drive element 601. By mechanically separating the planetary gear 504 from the inner toothing of the crown 503 in this way, the rotating part of the drive of the carrier 502 is mechanically decoupled from the (driven) rotation about the vertical axis. The rotating part of the drive in this sense includes the planetary gear 504 and the rotor of the drive element 601 and the (rotational) connection between the drive element 601 and the planetary gear 504. For the rotation of the carrier 502 about the vertical axis due to the forces transmitted from the corresponding wheels of the vehicle to the drum of the wheel receiving assembly, the inertial mass and also the rotational inertia are thereby advantageously minimized. In order to enable a driven rotation of the support device 502 about a vertical axis caused by the drive element 601 , the drive element 601 is not mounted on the support device 502 .

[0112] As an alternative to this design (mechanically separating the gear 504 from the inner toothing of the crown 503), the drive element can also be switched to a state without current or voltage for the first operating state. The rotating parts of the drive (rotor of the drive element 601, gear 504 of the planetary gear train and the connection between the moving element 601 and the gear 504 of the planetary gear train) remain in a mechanically coupled state and rotate together when the support device 502 rotates due to the force transmitted from the corresponding wheel of the vehicle to the drum of the wheel receiving assembly.

[0113] Of course, the force transmission from the drive element 601 to the rotation of the carrier 502 does not necessarily have to be achieved through a planetary gear train. The difference between the first operating state and the second operating state of the wheel receiving assembly is that in the first operating state, there is no force-fit connection and / or form-fit connection between the drive element 601 and the carrier 502, while in the second operating state, there is a force-fit connection and / or form-fit connection between the drive element 601 and the carrier 502, so that the carrier 502 can rotate around the vertical axis with the help of the drive element 601.

[0114] Advantageously, the corresponding components of the drive are mechanically decoupled from the support device in the first operating state, so that the inertial mass and the moment of inertia are minimized for a rotation of the support device 502 about the vertical axis in the first operating state.

[0115] Figure 7 An alternative design for mechanically coupling a coupling-able component of a drive and / or load unit is shown.

[0116] Mechanical clutching of the clutchable components can be achieved, for example, by the following types: Force fit connection: - Clutch plate without clutch housing, corresponding to Figure 5 Description; - a clamping element which grips the disk-shaped element by force-fitting engagement, which corresponds to the principle of action of a chuck with jaws (known from machine tools such as lathes, woodworking lathes and even drill chucks for drilling machines); Form-fit connection: - end toothed elements; A tensioning system in which the engagement element engages in a counter-receiver in which it is held in a form-fitting manner.

[0117] Figure 7 A tensioning system 701 is shown in which engaging elements 702 are arranged on a plate-like element 703 so that when the plate-like elements 703 and 705 are moved towards each other (and in this case are accurately positioned relative to a rotation around a center perpendicular of the plate-like elements 703 and 705), these engaging elements 702 are pushed into a mating support 704 which is arranged on the plate-like element 705.

[0118] The mating seat 704 preferably also has a closing element, which, in the closed state, holds the engaging element 702 in a form-fitting manner in the corresponding mating seat 704. The movement direction of the closing element is advantageously oriented perpendicularly to the movement direction of the engaging element 702 when it is inserted into or disengaged from the corresponding engaging element 704.

[0119] One of the two plate-like elements 703 or 705 is mounted in the context of the invention at the drum of the wheel receiving assembly, on which the drive and / or load unit is to act. The other of the two plate-like elements 705 or 703 is the end of the connection between the detachable part of the drive and / or load unit and the drum of the wheel receiving assembly.

[0120] exist Figure 7 In the embodiment shown, three engaging elements 702 and three mating engaging elements 704 are provided. It is also possible to provide a different number of engaging elements 702 and a correspondingly different number of mating engaging elements 704. It is only important that the engaging elements 702 and the mating engaging elements 704, when interacting, form a rotation stop relative to each other in a form-fitting manner for the two plate-like parts 703 and 705.

Claims

1. A vehicle test bench, the vehicle test bench (1) having a wheel receiving assembly (201, 202, 203, 204; 301; 501) for a wheel of a vehicle to be tested, wherein - the wheel receiving components (201, 202, 203, 204; 301; 501) respectively have a bearing device (306; 502), on which one or two drums (302, 303) are respectively placed, and the wheels of the vehicle to be tested are supported on the drums, - at least one of the drums (303) of the wheel receiving assembly (201, 202, 203, 204; 301; 502) is assigned a drive and / or load unit (209, 210, 211, 212; 305; 505, 506), - in a first operating state of the wheel receiving assembly (201, 202, 203, 204; 301; 501), the corresponding supporting device (306; 502) is supported in a manner that allows rotation about a vertical axis, - in a first operating state of the wheel receiving assembly (201, 202, 203, 204; 301; 501), the support device (306; 502) is supported in a freely rotatable manner so that the support device (306; 502) can rotate due to the force transmitted from the supported wheel of the vehicle to the drum (302, 303), The vehicle test bench is characterized in that - at least some parts of the drive and / or load unit (209, 210, 211, 212; 305; 505, 506) can be mechanically coupled (308, 309) to the corresponding drum (303), - at least the detachable parts of the drive and / or load unit (209, 210, 211, 212; 305; 505, 506) are not arranged on the corresponding carrier device (306; 502), in, When the detachable parts of the drive and / or load units (209, 210, 211, 212; 305; 505, 506) are mechanically coupled to the corresponding drums (303), the connection device between the detachable parts of the drive and / or load units (209, 210, 211, 212; 305; 505, 506) and the corresponding drums (303) of the wheel receiving assembly (201, 202, 203, 204; 301) is designed so that: the connection device follows (307) the rotation of the longitudinal axis of the corresponding drum (303) around the vertical axis, and / or - the drive and / or load unit (209, 210, 211, 212; 305; 505, 506) in the vehicle test bench (1) is movable in a horizontal plane so that: when the carrying device (306; 502) rotates around the vertical axis, the connection device (307, 308; 309; 507, 509) between the drive and / or load unit (209, 210, 211, 212; 305; 505, 506) and the corresponding drum (303) follows the change in orientation of the longitudinal axis of the corresponding drum (303).

2. The vehicle test bench according to claim 1, It is characterized in that In a first operating state of the wheel receiving assembly (201, 202, 203, 204; 301; 501), the detachable components of the corresponding drive and / or load unit (209, 210, 211, 212; 305; 505, 506) are completely disengaged (308, 309; 507) by mechanical means.

3. A vehicle test bench according to any one of the preceding claims, It is characterized in that - in a second operating state of the wheel support assembly (201, 202, 203, 204; 301; 501), the corresponding drive and / or load unit (209, 210, 211, 212; 305; 505, 506) is completely disengaged mechanically in order to perform a driving simulation of the vehicle, and - depending on the specific driving situation, the decoupleable components of the respective drive and / or load unit (209, 210, 211, 212; 305; 506) are completely disengaged mechanically (308, 309; 507) if necessary.

4. The vehicle test bench according to claim 3, It is characterized in that In the second operating state of the wheel receiving assembly (201, 202, 203, 204; 301; 501), the supporting device (306; 502) can be rotated around at least one vertical axis by a driving device (601, 503, 504), so that through the rotation of the corresponding supporting device (306; 502), force is transmitted to the supported wheel of the vehicle to be tested via at least one rotating drum (302, 303) of the wheel receiving assembly (201, 202, 203, 204; 301; 501).

5. The vehicle test bench according to claim 4, It is characterized in that In the first operating state of the wheel receiving assembly (201, 202, 203, 204; 301; 501), components of the drive device (610, 504) are mechanically disengaged from the supporting device (306; 502).

6. The vehicle test bench according to any one of claims 3 to 5, It is characterized in that In the second operating state of the wheel receiving assembly (201, 202, 203, 204; 301; 501), when performing a driving simulation, at least when a specific driving condition is to brake the vehicle with a braking force higher than a defined threshold, the clutchable components of the drive and / or load unit (209, 210, 211, 212; 305; 506) are mechanically disengaged (308, 309; 507).

7. The vehicle test bench according to any one of claims 1 to 6, It is characterized in that When the detachable parts of the drive and / or load unit (209, 210, 211, 212; 305) are connected mechanically, the connecting device between the detachable parts of the drive and / or load unit (209, 210, 211, 212; 305; 506) and the corresponding rotating drum (303) includes a constant velocity universal joint (307; 508).

8. The vehicle test bench according to any one of claims 1 to 7, It is characterized in that The detachable parts of the driving and / or loading units (209, 210, 211, 212; 305; 506) are mechanically coupled with the corresponding rotating drum (303) by means of a coupling member, wherein the coupling member is an end face toothed element (308, 309; 507).

9. The vehicle test bench according to any one of claims 1 to 8, It is characterized in that The vehicle test bench (1) is assigned a vehicle conveying device (2, 3, 4, 5, 6, 7) for: - transporting the vehicle into the vehicle test bench (1) in an automated manner, - lowering the vehicle so that the wheels of the vehicle are supported on the wheel receiving components (201, 202, 203, 204; 301) of the vehicle test bench (1), - picking up the vehicle by the vehicle conveyor (2, 3, 4, 5, 6, 7), as well as - transporting the vehicle out of the vehicle test bench (1).

10. Method for carrying out measuring and adjustment work on a vehicle and for carrying out vehicle testing using a vehicle test bench (1) according to any one of claims 1 to 9, It is characterized in that For a vehicle whose wheels are supported on a wheel receiving assembly (201, 202, 203, 204; 301; 501) of the vehicle test bench (1), the method comprises the following steps: (i) measuring and adjusting the geometrical parameters of the suspension system, wherein the corresponding wheel support assembly (201, 202, 203, 204; 301; 501) is in a first operating state in this case, as well as (ii) simulating driving conditions of the vehicle to be tested, wherein the wheel receiving assembly (201, 202, 203, 204; 301; 501) is in a second operating state in this case.

11. The method according to claim 10, using a vehicle test bench according to claim 9, It is characterized in that - the wheel receiving components (201, 202, 203, 204; 301; 501) each have a double drum (302, 303), - the wheel receiving assembly (201, 202, 203, 204; 301; 501) of the vehicle test bench (1) has a lifting device (304), wherein the lifting device has a first operating position and is used to lift the wheel of the vehicle relative to the second operating position of the lifting device (304), in which the wheel of the vehicle is in a position sunk between the two drums (302, 303) of the wheel receiving assembly (201, 202, 203, 204; 301; 501) when the vehicle is simulated driving, as well as - Picking up the vehicle by the vehicle conveying device (2, 3, 4, 5, 6, 7) is carried out synchronously with setting the lifting device (304) to the first operating position of the lifting device.

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