Vehicle exhaust emission detection platform for simulating multiple operation conditions

Abstract

The invention discloses a vehicle exhaust emission detection platform for simulating multiple operation conditions, and the detection platform comprises a detection platform which is disposed at a pit; the chassis dynamometer is arranged in the detection platform, a through hole is formed in the position, where the chassis dynamometer is located, of the surface of the detection platform, so that the driving wheels of the detection vehicle can be in contact with the chassis dynamometer, and the chassis dynamometer applies loading resistance to the driving wheels of the detection vehicle; the telescopic assembly is arranged in the pit, a supporting piece rotationally connected with one end of the detection platform is arranged in the pit, a driving execution piece of the telescopic assembly is connected with the bottom of the detection platform so as to apply upward external force to the detection platform, and the other end of the detection platform is lifted upwards; the detection platform is in a horizontal state under conventional working conditions (including dynamic processes of idling, acceleration, constant speed, deceleration and the like); the climbing working condition is simulated by lifting the detection platform, so that more operation working conditions are covered, and the accuracy of tail gas emission detection of the heavy-duty car is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile detection technology, and particularly relates to a vehicle exhaust emission detection platform simulating multiple operating conditions. BACKGROUND

[0002] In the prior art, the detection of vehicle exhaust emission generally adopts a steady-state condition method (a constant load is applied to a vehicle by a chassis dynamometer to simulate actual road resistance so that the vehicle runs at a stable speed and load, and the concentrations of pollutants such as CO, HC and NOx in exhaust gas are synchronously collected), which can simulate the regular operating conditions of a household vehicle (a small vehicle) and meet the detection requirements of the household vehicle.

[0003] However, a heavy vehicle needs to face complex operating conditions in an actual road, especially a climbing condition, at which time the engine is in a non-steady-state high-load condition, and the emission amount of pollutants (such as nitrogen oxides and particulate matters) in exhaust gas may be 3-5 times higher than that in the steady-state detection, so that the detection result by the steady-state condition method cannot reflect the real pollution level.

[0004] Moreover, the existing detection device is a horizontally arranged monitoring platform, although the load of the chassis dynamometer can be increased to simulate the driving resistance close to climbing, it is still difficult to truly reflect the climbing condition.

[0005] Therefore, a vehicle exhaust emission detection platform simulating multiple operating conditions is needed to simulate the climbing condition. SUMMARY

[0006] The present application aims to provide a vehicle exhaust emission detection platform simulating multiple operating conditions, which lifts one end of a detection platform to generate a slope to simulate a climbing condition, so as to solve the technical problems in the prior art.

[0007] To solve the above technical problems, the present application specifically provides the following technical solutions:

[0008] A vehicle exhaust emission detection platform simulating multiple operating conditions, characterized in that it comprises:

[0009] a detection platform arranged at a pit and having a surface at the same level as the ground around the pit, for detecting the parking and driving of a vehicle;

[0010] a chassis dynamometer arranged inside the detection platform, the surface of the detection platform being provided with a through hole at the position of the chassis dynamometer, so that the driving wheel of the detection vehicle can be in contact with the chassis dynamometer, and the chassis dynamometer applies a loading resistance to the driving wheel of the detection vehicle;

[0011] The telescopic assembly is arranged in the pit, the pit is provided with a support rotatably connected with one end of the detection platform, a driving executive part of the telescopic assembly is connected with the bottom of the detection platform to exert an upward external force on the detection platform, and the other end of the detection platform is lifted upward, so that the detection platform has a slope relative to the horizontal plane.

[0012] Further, the telescopic assembly comprises a double-link mechanism and a first hydraulic telescopic rod.

[0013] The two ends of the double-link mechanism are hingedly connected with the pit bottom and the bottom of the detection platform respectively, and the two ends of the first hydraulic telescopic rod are hingedly connected with the pit wall and the hinge of the double-link mechanism itself respectively.

[0014] Further, the bottom of the detection platform is provided with an angle sensor, the slope information of the detection platform is fed back to the control system, and the loading resistance exerted by the chassis dynamometer is adjusted according to the feedback slope information by the control system.

[0015] Further, the chassis dynamometer is arranged at the end of the detection platform which is not lifted, the chassis dynamometer is provided with one group or two groups, and the chassis dynamometer is arranged vertically relative to the length direction of the detection platform.

[0016] Further, the chassis dynamometer is provided with two groups, and the detection platform is provided with an adjusting assembly capable of adjusting the distance between the two groups of chassis dynamometers.

[0017] Further, one group of the chassis dynamometers is fixedly arranged relative to the detection platform and is a fixed chassis dynamometer, and the other group of the chassis dynamometers is movably arranged relative to the detection platform and is a movable chassis dynamometer; the adjusting assembly is a second hydraulic telescopic rod arranged between the two groups of chassis dynamometers, and the two ends of the second hydraulic telescopic rod are connected with the two groups of chassis dynamometers respectively.

[0018] Further, the detection platform is provided with a first inner groove corresponding to the position of the movable chassis dynamometer, the movable chassis dynamometer is arranged in the first inner groove, and the first inner groove has a space for the movement of the movable chassis dynamometer.

[0019] The two sides of the first inner groove are horizontally provided with sliding grooves, the two sides of the movable chassis dynamometer are provided with guide rods, the guide rods are clamped in the sliding grooves, and the bottom of the movable chassis dynamometer is provided with a roller which rolls in contact with the groove bottom of the inner groove.

[0020] Further, the end of the detection platform which is not lifted is provided with a wheel wedge assembly used for abutting with the steering wheel of the vehicle to limit the movement of the steering wheel of the vehicle in the longitudinal and transverse directions.

[0021] The wheel wedge assembly is detachably connected with the driving executive part of the moving assembly, so as to connect the wheel wedge assembly with the detection platform after the vehicle drives to the detection position.

[0022] Further, a second inner groove is arranged at the end of the detection platform which is not lifted, a plurality of third hydraulic telescopic rods are vertically arranged in the second inner groove, and a same support plate is hinged to the end of the plurality of third hydraulic telescopic rods, so as to lift the vehicle and make the wheel wedge assembly fit the steering wheel of the vehicle.

[0023] Further, the wheel wedge assembly comprises a base and wheel wedges arranged at both ends of the base, so that the two wheel wedges clamp the steering wheel in the radial direction to limit the longitudinal position of the steering wheel, and the two wheel wedges are provided with baffle plates at the same side to limit the transverse position of the steering wheel.

[0024] The base is made of a material capable of being magnetized, and the detection platform is provided with an electromagnet module at the placement position corresponding to the wheel wedge assembly to adsorb the base.

[0025] Compared with the prior art, the present application has the following beneficial effects:

[0026] The vehicle exhaust emission detection platform provided by the present application can simulate multiple running conditions. In the conventional condition (including idle speed, acceleration, uniform speed, deceleration and other dynamic processes), the detection platform is in a horizontal state. The climbing condition is simulated by lifting the detection platform to cover more running conditions and improve the accuracy of heavy-duty vehicle exhaust emission detection. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only exemplary, and for those skilled in the art, other drawings can be obtained from the provided drawings without creative labor.

[0028] Figure 1 Fig. 1 is a structural schematic view of the vehicle exhaust emission detection platform according to the present application;

[0029] Figure 2 Fig. 2 is a schematic view of the result of lifting the detection platform to form a slope according to the present application;

[0030] Figure 3 Fig. 3 is a structural schematic view of the wheel wedge assembly according to the present application;

[0031] Figure 4 Fig. 4 is a structural schematic view of the mobile chassis dynamometer according to the present application.

[0032] The labels in the diagram represent the following:

[0033] 1-Detection platform, 11-Pit, 13-Angle sensor, 14-First inner groove, 15-Slide groove, 16-Guide rod, 17-Roller, 18-Second inner groove;

[0034] 2-Chassis dynamometer, 21-Fixed chassis dynamometer, 22-Mobile chassis dynamometer, 23-Second hydraulic telescopic rod;

[0035] 3-Telescopic assembly, 31-Supporting component, 32-Double linkage mechanism, 33-First hydraulic telescopic rod;

[0036] 4-Wheel wedge assembly, 41-Third hydraulic telescopic rod, 42-Support plate, 43-Base, 44-Wheel wedge, 45-Baffle, 46-Electromagnet module. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] like Figure 1 As shown, the present invention provides an embodiment of a vehicle exhaust emission testing bench that simulates multiple operating conditions. The testing is set in a pit 11 and is applicable to heavy-duty vehicles, and more specifically to two-axle or three-axle trucks. The bench specifically includes the following structure.

[0039] The detection platform 1 is set at the pit 11, and the surface of the detection platform 1 is at the same level as the ground around the pit 11, forming a smooth road surface that is seamlessly connected, for detecting the parking and driving of vehicles.

[0040] Specifically, a drainage system is installed at the bottom of pit 11 to deal with vehicle washing or rainwater seepage.

[0041] The testing platform 1 is made of high-strength steel, such as Q345B steel, and the surface is covered with an anti-slip and wear-resistant coating, such as an epoxy resin mortar layer. It can withstand a load of at least 30 tons and is suitable for testing two-axle or three-axle trucks.

[0042] The chassis dynamometer 2 is installed inside the testing platform 1. The surface of the testing platform 1 has a through hole at the location of the chassis dynamometer 2, so that the drive wheels of the test vehicle can contact the chassis dynamometer 2. The chassis dynamometer 2 applies loading resistance to the drive wheels of the test vehicle.

[0043] The chassis dynamometer selected in the embodiment is a result of the prior art, and therefore, the structure of the chassis dynamometer 2 is not specifically limited in the embodiment.

[0044] The telescopic assembly 3 is arranged in the pit 11, the pit 11 is provided with a support 31 rotatably connected to one end of the detection platform 1, and a driving executive part of the telescopic assembly 3 is connected to the bottom of the detection platform 1 to exert an upward external force on the detection platform 1, so that the other end of the detection platform 1 is lifted upward, and the detection platform 1 has a slope relative to the horizontal plane.

[0045] Specifically, the support 31 is a rotatable hinged support made of cast steel and installed at the bottom of the pit 11, and contains a double-row tapered roller bearing capable of bearing a weight of about 15 tons at one end of the platform.

[0046] The telescopic assembly 3 enables the detection platform 1 to rotate at least 15° around the support 31, so that the detection platform 1 can simulate a slope of 0-15°.

[0047] The embodiment provides an example of the telescopic assembly 3.

[0048] As shown in Figure 2 the telescopic assembly 3 includes a double-link mechanism 32 and a first hydraulic telescopic rod 33.

[0049] The two ends of the double-link mechanism 32 are hinged to the bottom of the pit 11 and the bottom of the detection platform 1, respectively, and the two ends of the first hydraulic telescopic rod 33 are hinged to the wall of the pit 11 and the hinge of the double-link mechanism 32 itself, respectively; the double-link forms a “hinged triangular area”, when the first hydraulic telescopic rod 33 pushes the hinged triangular area, the main and auxiliary links swing synchronously, converting the linear motion of the first hydraulic telescopic rod 33 into the rotary motion of the detection platform 1 around the fulcrum, avoiding the distortion of the detection platform 1 caused by single-point force.

[0050] The double-link mechanism 32 is formed by a main link and an auxiliary link.

[0051] The main link is made of high-strength alloy steel pipe with a material of Q345B and a wall thickness of 20 mm, and the two ends are provided with cast steel hinge ear plates, which are matched with a conical roller bearing to bear a radial load of 200 kN and an axial load of 50 kN.

[0052] The auxiliary link is a section H200x200x8x12 type steel, which forms a “hinged triangular area” with the main link through a pin shaft, and the surface is plated with hard chromium with a hardness of ≥HRC55, reducing the friction coefficient to below 0.15.

[0053] The double-link mechanism 32 converts single-point force into a triangular stable structure, and compared with the single-link scheme, the lateral shaking amplitude of the platform is reduced from ±10 mm to ±2 mm, ensuring that the coaxiality error between the dynamometer roller and the wheel is ≤0.5 mm.

[0054] Through the connecting rod force arm amplification effect, a smaller hydraulic thrust can support a heavier detection platform 1 load, and adapt to the slope detection needs of two-axis or three-axis trucks.

[0055] The main connecting rod is welded to the detection platform 1 bottom longitudinal beam, and is designed with a double-hinge ear symmetrical design to balance the lateral force; the auxiliary connecting rod is fixed to the pit 11 bottom, and is embedded in a 30mm thick steel plate, connected by 8.8 grade high-strength bolts M30, and can withstand 300kN shear force.

[0056] One end of the first hydraulic telescopic rod 33 is hinged to the pit 11 side wall pre-embedded support 1.2m from the pit bottom, and the other end is connected to the double connecting rod hinged triangle area through a ball hinge, allowing ±5° deflection compensation and eliminating lateral stress caused by installation errors.

[0057] Further, in order to ensure the stability of the detection platform 1 lifting, at least two sets of telescopic components 3 are symmetrically arranged.

[0058] In order to match the loading resistance applied by the chassis dynamometer 2 with the size of the slope, the embodiment further provides the following examples.

[0059] As shown in Figure 1 and Figure 2 , the bottom of the detection platform 1 is provided with an angle sensor 13, which feeds back the slope information of the detection platform 1 to the control system, and adjusts the loading resistance applied by the chassis dynamometer 2 according to the feedback slope information.

[0060] The angle sensor 13 adopts a double-axis MEMS tilt sensor such as SCA100T-D01, with a range of ±15° and an accuracy of ±0.05°

[0061] In this embodiment, the detection object is a two-axle or three-axle truck. Generally, two-axle trucks are rear-wheel driven, and three-axle trucks are 6×2 rear dual-axle single driven or 6×4 rear dual-axle driven.

[0062] Therefore, the chassis dynamometer 2 is arranged at the non-lifting end of the detection platform 1, the chassis dynamometer 2 is arranged in one or two groups, and the chassis dynamometer 2 is arranged vertically relative to the length direction of the detection platform 1.

[0063] Specifically, as shown in Figure 2 and Figure 4 , the chassis dynamometer 2 is arranged in two groups, and the detection platform 1 is provided with an adjusting component capable of adjusting the distance between the two groups of chassis dynamometers 2, so as to adjust the distance between the two groups of chassis dynamometers 2 according to the wheel spacing of the rear dual-axle.

[0064] One group of chassis dynamometers 2 is fixedly arranged relative to the detection platform 1, which is a fixed chassis dynamometer 21; the other group of chassis dynamometers 2 is movably arranged relative to the detection platform 1, which is a mobile chassis dynamometer 22; the adjusting assembly is a second hydraulic telescopic rod 23, which is arranged between the two groups of chassis dynamometers 2, and the two ends of the second hydraulic telescopic rod 23 are connected with the two groups of chassis dynamometers 2 respectively.

[0065] The detection platform 1 is provided with a first inner groove 14 at a position corresponding to the mobile chassis dynamometer 22, the mobile chassis dynamometer 22 is arranged in the first inner groove 14, and the first inner groove 14 has a space for the mobile chassis dynamometer 22 to move; the two sides of the first inner groove 14 are horizontally provided with sliding grooves 15, the two sides of the mobile chassis dynamometer 22 are provided with guide rods 16, the guide rods 16 are clamped in the sliding grooves 15, and the bottom of the mobile chassis dynamometer 22 is provided with a roller 17 which is in rolling contact with the groove bottom of the inner groove.

[0066] If the detection object is a two-axle truck, the rear wheels are stopped on the fixed chassis dynamometer; if the detection object is a three-axle truck, the distance between the two groups of chassis dynamometers 2 is adjusted according to the wheel track of the rear double axle, and then the wheels of the rear double axle are stopped on the two groups of chassis dynamometers 2 respectively.

[0067] During the detection of the two-axle truck or the three-axle truck, the front steering wheels need to be fixed to prevent longitudinal sliding and lateral deviation, such as slope simulation and sudden acceleration working condition, to ensure that the driving wheels are in stable contact with the chassis dynamometers 2.

[0068] The longitudinal displacement of the steering wheel is ≤2mm, and the lateral displacement is ≤1mm, so as to avoid the slippage between the dynamometer roller and the driving wheel due to the shaking of the wheel, and the friction coefficient needs to be kept ≥0.6.

[0069] Therefore, the present embodiment provides the following examples.

[0070] As shown in Figure 2 and Figure 3 The non-lifting end of the detection platform 1 is provided with a wheel wedge 44 assembly 4 for abutting the steering wheel of the vehicle, so as to limit the movement of the steering wheel of the vehicle in the longitudinal and lateral directions; the wheel wedge 44 assembly 4 is detachably connected with the driving executive part of the moving assembly, so as to connect the wheel wedge 44 assembly 4 with the detection platform 1 after the vehicle drives to the detection position.

[0071] The non-lifting end of the detection platform 1 is provided with a second inner groove 18, and a plurality of third hydraulic telescopic rods 41 are vertically arranged in the second inner groove 18, the end portions of the plurality of third hydraulic telescopic rods 41 are hingedly connected with a same support plate 42, so as to lift the vehicle and abut the wheel wedge 44 assembly 4 with the steering wheel of the vehicle.

[0072] The specific process is as follows:

[0073] Vehicle driving in: the drive wheels are aligned with the dynamometer through hole, the front steering wheels are parked above the second inner groove 18, and the tire center is deviated from the preset position of the wheel wedge 44 assembly 4 by ≤50mm.

[0074] Hydraulic lifting: the third hydraulic telescopic rod 41 lifts the support plate 42 at a speed of 50mm / s, lifts the front axle of the vehicle, and lifts the tire off the ground by 50mm, facilitating the insertion of the wheel wedge 44 assembly 4.

[0075] Wheel wedge 44 installation: the staff pushes the wheel wedge 44 assembly 4 under the tire, the electromagnet module 46 is energized with a magnetizing current of 5A, and the base 43 is fixed; the hydraulic system slowly falls back, the steering wheel falls into the groove of the wheel wedge 44, and the longitudinal wheel wedge 44 is tightly attached to the tire tread with a gap ≤1mm.

[0076] Specifically, the wheel wedge 44 assembly 4 includes a base 43 and wheel wedges 44 arranged at both ends of the base 43, so that the two wheel wedges 44 clamp the steering wheel in the radial direction to limit the longitudinal position of the steering wheel; the two wheel wedges 44 are provided with baffles 45 on the same side to limit the lateral position of the steering wheel.

[0077] Wheel wedge 44 insertion angle: 15°, height 200mm, fit tire tread arc R=500mm, surface knurling roughness Ra6.3 to increase friction; from the front and rear sides of the wheel, the tire is clamped to limit longitudinal movement, and when the sliding direction is opposite to the slope direction, the single wedge bearing capacity is ≥20kN.

[0078] The thickness of the baffle 45 is 30mm, the height is 150mm, and it is connected vertically with the longitudinal wheel wedge 44. The single-sided baffle 45 covers 2 / 3 of the tire side width, about 250mm; prevents lateral deviation caused by vehicle steering or crosswind, and the gap between the baffle 45 and the tire is ≤5mm.

[0079] The base 43 is made of a material that can be magnetized, and the detection platform 1 is provided with an electromagnet module 46 at the placement position corresponding to the wheel wedge 44 assembly 4 to adsorb the base 43.

[0080] Specifically, the material of the base 43: QT450 nodular cast iron with tensile strength of 450MPa, surface nickel plating treatment hardness ≥HV500, bottom embedded neodymium iron boron magnet residual magnetism ≥1.2T, and cooperation with the suction force of the electromagnet module 46 of the detection platform 1 ≥50kN, to realize fast positioning and disassembly.

[0081] The above examples are only exemplary embodiments of the present application and are not intended to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art can make various modifications or equivalent replacements to the present application within the spirit and protection scope of the present application, and such modifications or equivalent replacements shall also be considered to fall within the protection scope of the present application.

Claims

1. A vehicle exhaust emission test bench for simulating multiple operating conditions, characterized in that, The utility model relates to a kind of vehicle detection platform, including: Detection platform (1) is arranged at pit (11), and the surface of the detection platform (1) is at the same level with the ground around pit (11), for detecting the parking and driving of vehicle; Chassis dynamometer (2) is arranged inside the detection platform (1), the surface of the detection platform (1) is opened with through hole at the position where the chassis dynamometer (2) is located, so that the driving wheel of detection vehicle can be contacted with the chassis dynamometer (2), the chassis dynamometer (2) applies loading resistance to the driving wheel of detection vehicle; Telescopic component (3) is arranged in pit (11), the support (31) is rotatably connected with one end of the detection platform (1) in pit (11), the driving executor of the telescopic component (3) is connected with the bottom of the detection platform (1), to apply upward external force to the detection platform (1), the other end of the detection platform (1) is lifted upward, so that the detection platform (1) has slope relative to horizontal plane.

2. The vehicle tailpipe emissions test bench simulating multiple operating conditions according to claim 1, characterized in that, The telescopic component (3) includes double-link mechanism (32) and first hydraulic telescopic rod (33); Two ends of the double-link mechanism (32) are hingedly connected with the bottom of pit (11) and the bottom of the detection platform (1) respectively, and two ends of the first hydraulic telescopic rod (33) are hingedly connected with the wall of pit (11) and the hinge of the double-link mechanism (32) itself respectively.

3. The vehicle tailpipe emissions test bench simulating multiple operating conditions according to claim 2, characterized in that, The bottom of the detection platform (1) is provided with an angle sensor (13) for feeding back the slope information of the detection platform (1) to a control system, and the control system adjusts the loading resistance applied by the chassis dynamometer (2) according to the feedback slope information.

4. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 1, wherein, The chassis dynamometer (2) is arranged at the end of the detection platform (1) that is not lifted, the chassis dynamometer (2) is arranged in one or two groups, and the chassis dynamometer (2) is arranged vertically relative to the length direction of the detection platform (1).

5. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 4, wherein, The chassis dynamometer (2) is arranged in two groups, and the detection platform (1) is provided with an adjusting assembly capable of adjusting the distance between the two groups of chassis dynamometers (2).

6. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 5, wherein, One group of the chassis dynamometers (2) is fixedly arranged relative to the detection platform (1) as a fixed chassis dynamometer (21), and the other group of the chassis dynamometers (2) is movably arranged relative to the detection platform (1) as a movable chassis dynamometer (22); the adjusting assembly is a second hydraulic telescopic rod (23) arranged between the two groups of chassis dynamometers (2), and two ends of the second hydraulic telescopic rod (23) are connected with the two groups of chassis dynamometers (2) respectively.

7. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 6, wherein, The detection platform (1) is provided with a first inner groove (14) corresponding to the position of the movable chassis dynamometer (22), the movable chassis dynamometer (22) is arranged in the first inner groove (14), and the first inner groove (14) has a space for the movement of the movable chassis dynamometer (22). Two sides of the first inner groove (14) are horizontally provided with sliding grooves (15), two sides of the mobile chassis dynamometer (22) are provided with guide rods (16), the guide rods (16) are clamped in the sliding grooves (15), and the bottom of the mobile chassis dynamometer (22) is provided with a rolling wheel (17) in rolling contact with the groove bottom of the inner groove.

8. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 1, wherein, The detection platform (1) is provided with a wheel wedge (44) assembly (4) at one end of the non-lifting end, which is used to fit with the steering wheel of the vehicle, so as to limit the movement of the steering wheel of the vehicle in the longitudinal and transverse directions; The wheel wedge (44) assembly (4) is detachably connected with the driving executive part of the moving assembly, so as to connect the wheel wedge (44) assembly (4) with the detection platform (1) after the vehicle drives to the detection position.

9. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 8, wherein, The detection platform (1) is provided with a second inner groove (18) at one end of the non-lifting end, a plurality of third hydraulic telescopic rods (41) are vertically arranged in the second inner groove (18), and the end of the plurality of third hydraulic telescopic rods (41) is hinged with the same support plate (42), so as to lift the vehicle and fit the wheel wedge (44) assembly (4) with the steering wheel of the vehicle.

10. The vehicle tailpipe emissions test bench simulating multiple operating conditions of claim 9, wherein, The wheel wedge (44) assembly (4) comprises a base (43) and wheel wedges (44) arranged at both ends of the base (43), so that the two wheel wedges (44) clamp the steering wheel in the radial direction to limit the longitudinal position of the steering wheel; two wheel wedges (44) are provided with a baffle (45) on the same side to limit the transverse position of the steering wheel; The base (43) is made of a material capable of being magnetized, and the detection platform (1) is provided with an electromagnet module (46) at a position corresponding to the placement position of the wheel wedge (44) assembly (4), so as to adsorb the base (43).

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