Test bench for at least one vehicle component and method for generating a translational load

Abstract

The application relates to a test bench (10) for at least one vehicle component (3), wherein the test bench (10) is configured to exert a translational load on the at least one vehicle component (3) in the direction of a component axis (A3), wherein the test bench (10) has a plurality of drives (M1, M2) which are configured to generate the load, wherein a test bench control (1) is provided which is configured to jointly control the drives (M1, M2) in order to achieve a load on the vehicle component (3) based on a reference variable (FG). The application also concerns a method for generating a translational load.

Description

Technical field

[0001] The application relates to a test bench for at least one vehicle component and a method for generating a translational load in the direction of a component axis for a vehicle component in a test bench. background

[0002] Vehicle components in a vehicle include systems used to perform driving functions, such as steering systems, braking systems, damping systems, and similar components. Vehicle components are designed to absorb and exert mechanical loads. Mechanical loads can include, in particular, translational loads (forces) and / or rotational loads (moments).

[0003] Devices used to perform control and / or regulation tasks in vehicles are also known as control units. Control units in vehicles, particularly motor vehicles, can include a processing unit, memory, interfaces, and possibly other components necessary for processing input signals and generating control signals. The interfaces serve to receive the input signals and output the control signals. These control signals are used to control vehicle components.

[0004] Driving functions for both advanced driver assistance systems (ADAS = Advanced Driver Assistance Systems) and autonomous or semi-autonomous driving can be implemented using the control units and vehicle components.

[0005] One way to test control units and / or vehicle components involves testing them with the corresponding sensors in their installed state – for example, in a vehicle during test drives. This is complex, expensive, and many situations cannot be tested in a real-world environment because they only occur in extreme cases, such as accidents. Therefore, corresponding control units and / or vehicle components are tested in artificial environments, such as test benches. Overview

[0006] A test bench is provided for testing at least one vehicle component. The test bench is configured to apply a translational load to the at least one vehicle component in the direction of a component axis, and the test bench has a plurality of drives configured to generate the load. A test bench control system is provided, which is designed to control the drives collectively in order to achieve the load on the vehicle component based on a central control variable.

[0007] This enables a test bench that takes up little space.

[0008] The test rig features multiple drives configured to generate the translational load on the vehicle component. In a method for generating the translational load along a component axis on the test rig, the majority of the drives are controlled collectively to achieve the desired load on the vehicle component based on the central control variable.

[0009] Such a method for generating the load can be implemented on a test rig that takes up little space.

[0010] The test bench for at least one vehicle component and the corresponding procedure enable the use of multiple drives to generate the load on the component, with the majority of these drives being arranged in a particularly space-saving manner. By providing the test bench control system for the joint regulation of the drives, in order to achieve the load on the vehicle component based on the central reference variable, the load to be generated by each drive can be precisely defined. This avoids control engineering problems that could arise from the use of multiple drives. Furthermore, the test bench and the procedure allow for the generation of a realistic load on the vehicle component in the translational direction. This enables more realistic testing of at least one vehicle component.It is also conceivable to use a test bench that generates a load in the form of a moment for a rotational movement and exerts it on the vehicle component.

[0011] The test rig has components to test the function of at least one vehicle component under different conditions. For this purpose, the test rig is designed to apply a translational mechanical load to the vehicle component. This load specifically involves exerting a force in the direction of the component's axis.

[0012] The test bench can also be configured to communicate electrically with the vehicle component, for example, to control it and to characterize changes resulting from mechanical stress using the electrical interfaces of the vehicle components. Communication between the test bench and the vehicle component can also take place via at least one vehicle bus, such as CAN, LIN, FlexRay, etc., which emulates the corresponding vehicle bus(s) present in the real vehicle.

[0013] The test bench can also provide various test scenarios for the vehicle component. In particular, vehicle parameters can be made available to the vehicle component. For example, the vehicle component can be put into specific operating modes during the test on the test bench. Various pieces of information can also be transmitted to the vehicle component, information that the component under test would receive from other vehicle components within the vehicle. An example of a transmitted vehicle parameter is the vehicle speed.

[0014] The different operating modes of the vehicle component can depend on at least one vehicle parameter. For example, a steering system can adopt a different operating mode depending on the vehicle speed and react differently to input and / or forces. The parameters and / or information can be transmitted, for example, via a vehicle bus such as CAN, LIN, MOST, FlexRay, etc. The test bench can use the same type of bus as would be found in the actual vehicle.

[0015] The environment surrounding the vehicle components can be simulated using test scenarios. During these scenarios, the vehicle component can be placed in various operating modes. A simulated sensor, for example, can also have its output signal varied. This variation can then be applied to the vehicle component by the test bench and / or its effect on the vehicle component can be evaluated.

[0016] At least one of the vehicle components could be, for example, a steering system, a braking system, or a vehicle damping system. However, other vehicle components are also possible. During vehicle operation, vehicle components absorb and exert loads, particularly forces and / or moments.

[0017] The translational load on at least one vehicle component is exerted in the direction of the component axis. The component axis is, for example, an axis along which the vehicle component is aligned. Furthermore, the translational load during operation of the vehicle component is to be expected primarily in the direction of the component axis. The load exerted by the test rig thus replicates the load on the vehicle component during real-world operation in the vehicle as realistically as possible.

[0018] This design incorporates multiple drives to generate the load. These drives can be electric motors of any type, such as linear motors. Using multiple drives allows for a compact test bench design, as each individual drive can be smaller.

[0019] Furthermore, the test bench control system is designed to control the drives together. This avoids control engineering problems that could arise if the drives were controlled individually. The translational load on the vehicle component is therefore induced based on the central reference input, which the test bench control system uses to achieve joint control.

[0020] The component axis typically runs through the vehicle component on which the translational load is applied. During translational loading, the drives exert a force in the direction of this axis.

[0021] This load can then be measured by one or more sensors, which are arranged to detect the translational load directly or indirectly. The measured values ​​from the sensor(s) can be fed back to the test bench control system and thus used to regulate the translational load.

[0022] The central control variable depends on the test scenario used to test the vehicle component. The drives are controlled based on this control variable. The control variable can be determined, for example, by the test bench control system. It is possible, for instance, to specify a target value for the load to the test bench control system, from which it determines the central control variable used to regulate the drives. The target value can be derived, for example, from data stored in internal or external memory. Measurement data obtained during testing can also influence the control variable.

[0023] In one embodiment of the test rig, a first drive in the majority of the drives is designed and arranged such that it exerts the load in the direction of a first axis, while a second drive in the majority of the drives is designed and arranged such that it exerts the load in the direction of a second axis. A converter is provided that transforms the respective translational loads generated by the first and second drives in the respective first and second axes into translational loads in the direction of the component axis. By using different axes for the two drives, which, for example, differ from the component axis and from each other, a compact design of the test rig is possible.The converter's role is to transform the individual translational loads of the respective drives into a translational load in the direction of the component axis. This can be achieved, for example, through a suitable mechanism. This mechanism then redirects the load and combines the two loads from the individual drives into a single overall load along the component axis.

[0024] In one embodiment of the test bench, the vehicle component is operated by a control unit, and the test bench controller is configured to generate the reference variable for the joint control of the drives based on a control unit signal. The control unit signal can be sent by the control unit and received by the test bench controller. The control unit, for example, the control unit for a steering system, sends the signal to the test bench controller, for example, via a bus connection such as a CAN bus. This control unit is then either connected to the test bench to transmit the signal to the test bench controller, or the control unit is virtually simulated by the test bench, and the signal is then transmitted to the test bench controller. The control unit signal indicates which actions the control unit has performed.This allows for a coordinated translational load to be applied to the vehicle component.

[0025] In one embodiment, the test bench control is configured to distribute the value of the central reference variable proportionally between the drives, depending on the load to be generated by each drive. This means, for example, that the test bench control determines a reference variable based on the control unit signal, then calculates the respective load to be generated by each drive, and finally provides the total load for the vehicle component according to the value of the reference variable. The value of the reference variable is thus distributed accordingly between the two drives. This allows for simple control of the desired load because the reference variable, for example, a numerical value, is then distributed proportionally between the two drives. This distribution is then carried out, for example, in equal proportions for the respective control of the individual drives.With two drives, an equal division would mean a 50 / 50 split, and with three drives, a 50 / 30 split. Other unequal divisions are also conceivable.

[0026] In one embodiment, the load generated by the drives is of the same magnitude. The test bench control is then configured to divide the value of the reference variable equally between them. With two drives, this division is equal, allowing for a simple division of the reference variable's value.

[0027] Furthermore, it is proposed that the test bench include a measuring device that measures the translational load of the vehicle component with at least one sensor and outputs at least one measurement signal depending on this measurement. This measuring device then enables, for example, feedback to the generation of the reference variable or monitoring of the translational load. This allows for the implementation of control systems. In particular, the translational load can then be adjusted via the respective drives.

[0028] The measuring device can have at least one position sensor and / or at least one speed sensor and / or at least one force sensor and / or at least one acceleration sensor.

[0029] In particular, the measuring device can include a position sensor and a speed sensor. The measurement signal can then include a position signal and / or a speed signal.

[0030] In particular, the measuring device can include a force sensor and an acceleration sensor. The measurement signal can then consist of a force signal and / or an acceleration signal.

[0031] A position sensor, displacement sensor, or displacement transducer can detect the distance traveled or the angle of movement of an object and convert it into suitable signals for processing, transmission, and control. A wide variety of physical principles can be used to implement position sensors: capacitive, inductive, optical, or magnetic sensors can be employed. Other technologies are also possible. Velocity sensors measure the distance traveled or the angle traversed per unit of time.

[0032] A force sensor, also known as a force transducer or load cell, is used to measure the force acting upon it. Both tensile and compressive forces can be measured through elastic deformation. Various technologies can be used for force sensors. For example, the change in electrical resistance resulting from the application of a force can be used for such a force sensor. An electrodynamic force sensor can also be used. A current through a coil located in a magnetic field is proportional to the force, as if it compensates for the deflection, i.e., holds the coil in a fixed position. A piezoelectric force sensor can also be used: In a piezoelectric ceramic, a charge distribution proportional to the force is created by the application of a force. Spring-loaded force transducers can also be used. In this case, the spring element of the sensor is elastically deformed as a result of the applied force.The deformation of the spring element can be converted into a change in electrical voltage using strain gauges, whose electrical resistance changes with the strain. Capacitive sensors can also be used.

[0033] An accelerometer typically measures the inertial force acting on a test mass. Micromechanically manufactured sensors are primarily used for this purpose. These are often referred to as microelectromechanical systems (MEMS) and are usually made of silicon. These sensors are spring-mass systems in which the spring consists of silicon struts only a few micrometers wide, and the mass itself is also made of silicon. Strain gauges can also be used as accelerometers. Other measurement principles are possible.

[0034] In some embodiments, the test bench control system is configured to generate the central reference variable based on at least one measurement signal. This allows for control of the reference variable because the measurement signal indicates the load resulting from the preceding reference signal.

[0035] In some embodiments, the test bench control is configured to determine the reference variable either as a function of the position and velocity signals or as a function of the force and acceleration signals. This allows for the use of two modes: a position mode and a force mode. These two modes can be used alternately, for example. Switching between the modes can be initiated, for instance, by a test bench operator or by the test scenario itself.

[0036] In certain embodiments, each drive comprises at least one electric motor, in particular at least one linear motor. The linear motor is also an electric motor that effects a translational movement.

[0037] Furthermore, it is possible to have a separate control unit designed to control each drive. This control unit can then, for example, maintain the drive within specific characteristic curves, whereby the load to be exerted by the drive is defined by the superposition or combination of the control variable.

[0038] It may be provided that the respective control system for the respective drive has a respective power converter that is electrically connected to the respective drive for control purposes.

[0039] In one embodiment, the test bench control is configured to transmit the respective proportional value of the reference variable to the respective control unit, wherein the respective control unit is configured to control the respective drive depending on the proportional value of the reference variable.

[0040] Furthermore, it is proposed that the test bench controller include at least one processor and at least one FPGA. The processor can be a microprocessor, multiple microprocessors, a combination with signal processors, a single signal processor, or other combinations of processor types. The FPGA, a Field Programmable Gate Array, is an integrated circuit into which a logic circuit can be loaded. This creates the desired circuit structure. This structure is defined using a hardware description language and translated by software into a configuration file that specifies how the physical elements in the FPGA should be interconnected.

[0041] In embodiments, the test rig includes a steering test rig which is configured to exert a translational load on at least one vehicle component, wherein the vehicle component is designed as a vehicle steering system.

[0042] Furthermore, it is possible that the test rig includes a damper test rig which is set up to exert a translational load on at least one vehicle component, wherein the vehicle component is designed as a vehicle damper.

[0043] Furthermore, it is possible that the test bench includes a brake test bench which is set up to exert a translational load on at least one vehicle component, wherein the vehicle component is part of the vehicle brake system. List of characters

[0044] Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description.

[0045] They show Fig. 1. A first schematic representation of a test bench, Fig. 2 a second schematic representation of the test bench with test bench components, Fig. 3 a third schematic representation of the test bench control with a control in position mode and Fig. 4 A fourth schematic representation of the test bench control with a force-mode control.

[0046] The same reference symbols are used in the figures for identical or similar elements. The representations in the figures cannot be to scale. Character description

[0047] Fig. Figure 1 shows a first schematic representation of a test bench 10. It depicts a test bench controller 1 and a separate setup with an area for controls 2 and an area 3 for a vehicle component. The test bench includes further components, such as those for simulating driver operation. Other components that may be necessary for the operation of the test bench 10 have been omitted for the sake of simplicity.

[0048] The test bench control unit 1 is in Fig. 1 is shown as a separate unit. It can optionally also be arranged in the same configuration as the control units 2. The test bench control unit 1 and the control units 2 are connected to each other either wired or wirelessly.

[0049] The vehicle component 3, which in this case is designed as a gearbox for a steering system, can be tested using test rig 10. For the test, the gearbox is subjected to a translational load. This is intended, for example, to simulate the forces acting on the vehicle component during driving.

[0050] Vehicle component 3 is controlled by drives M1 and M2, each of which includes a power converter. Power converters transform a primary current into a secondary current, for example, from alternating current to direct current or vice versa. Furthermore, power converters are capable of modifying characteristic parameters of the current.

[0051] These power converters are controlled by the test bench controller 1 with a central reference variable FG in order to perform the corresponding tests and trials of the vehicle component 3. In this case, it is planned that two drives M1 and M2 generate the load for the vehicle component 3.

[0052] A converter 14 is provided which combines the loads of the individual drives M1, M2 into a single translational load for the vehicle component 3. This enables a particularly compact design of the test rig 10. In particular, a so-called double-spindle drive system can be used, which drives axes A1, A2 ( Fig. 2), in which the two drives M1, M2 are arranged parallel and offset from a component axis A3. Forces from the axes A1, A2 of the drives are converted by the converter 14 into forces in the component axis A3. In the illustrated embodiment, the component axis A3 corresponds to an axis of the steering gear.

[0053] The converter 14, which combines the two loads of the two drives M1, M2 into one load, can, for example, have a beam. Purely mechanical constructions, but also pneumatic or hydraulic solutions can be used for the conversion.

[0054] In the area of ​​the converter, a sensor interface 16 is further arranged, which is connected to one or more sensors 12, 12.1, 12.2, 12.3 ( Fig. 2, Fig. 3, Fig. 4) can read and forward recorded measurement data.

[0055] Fig. Figure 2 shows a second schematic representation of the test rig 10 with the test rig control unit 1, the area for the control elements 2, and the vehicle component 3. The vehicle component 3 (e.g., brake, damper, or steering system and / or the corresponding transmission) is positioned between the two drives M1 and M2 on the component axis A3, while the first drive M1 is aligned with the first axis A1 and the second drive M2 with the second axis A2. A translational load generated by each drive M1 and M2 is directed along axes A1 and A2, respectively, while the summed load is directed along component axis A3. The direction or sign of the loads can also be offset by 180° relative to each other. The first axis A1, the second axis A2, and the component axis A3 can be parallel, but are preferably not identical.

[0056] The two drives M1 and M2 are connected to each other via a converter 14, using their outputs from which the load is derived. For linear motors, for example, the load is output as a translational load. The converter 14 then converts the respective translational loads of drives M1 and M2 into a combined, summed translational load on the vehicle component 3.

[0057] The total load generated by the converter 14 is exerted on the vehicle component 3. A sensor 12 is provided. The translational load exerted on the vehicle component 3 can be measured via the sensor 12. For this purpose, a sensor interface 16 is provided, which is preferably electrically connected to the sensor 12 and transmits the sensor values ​​as a measurement signal 18 to a control interface 20 in the area for controls 2. This transmission of the measurement signal 18 is usually wired, but it can also be wireless.

[0058] The control interface 20 is connected to the test bench controller 1. This connection can be established, for example, via a wired (e.g., copper or optical) or wireless transmission. An example of a wired transmission is the IOCNet cable. The control interface 20 is also connected to the control units 22 and 24 for the drives M1 and M2. In the illustrated embodiment, these control units 22 and 24 are configured as power converters. The connection between the control interface 20 and the control units 22 and 24 can be established, for example, via a wired (e.g., copper or optical) or wireless transmission. An example of a wired transmission is the TWINSync cable.

[0059] The test bench controller 1 generates the central reference variable FG as a function of a setpoint SW and the measurement signal 18. The setpoint SW can also comprise multiple setpoints SW. The setpoint SW can be transmitted to the test bench controller 1 via predefined test programs or predefined test scenarios. The test bench controller 1 transmits the reference variable FG to the control interface 20, which transmits the reference variable FG proportionally to the control units 22 and 24. The control units 22 and 24 control the drives M1 and M2 depending on the reference variable FG. In particular, it can be provided that the drives M1 and M2 are controlled with respect to their proportional reference variable FG. The control algorithm acts on the reference variable FG, which is then subsequently distributed to the control units 22 and 24.

[0060] The distribution of the reference variable FG to the control inputs 22 and 24 can be carried out by the test bench control. Alternatively, the distribution of the reference variable FG to the control inputs 22 and 24 can be carried out by the control interface 20.

[0061] The test bench controller 1 can generate the reference variable FG for testing vehicle component 3 based on real-time simulated vehicles and / or driving situations and control the drives M1 and M2 via the control units 22 and 24 to apply the load. The control is thus based on the real-time simulated vehicles and / or driving situations. The control interface 20 can modify the reference variable FG depending on the measurement signal 18. This provides feedback to the control units 22 and 24, which can then readjust the control of the drives M1 and M2 if the resulting translational load does not correspond to the value specified by the reference variable FG. Alternatively, the control interface 20 can forward the measurement signal 18 to the test bench controller 1, and consequently, the test bench controller 1 itself modifies the reference variable FG depending on the measurement signal 18, thus implementing the control.

[0062] This provides a control system that prevents drives M1 and M2 from influencing each other. Therefore, a combination of individual drive control with superimposed control via the reference variable FG is provided.

[0063] The main components for the illustrated embodiment for the control area 2 are a so-called TWINSync solution and the drives 22 and 24, which are designed as power converters. The TWINSync solution, based on FPGA technology, forms the control interface 20 between the test bench controller 1 and the power converters 22 and 24. The power converters 22 and 24 implement the individual motor control of the spindle motors M1 and M2. The sensor interface 16 to the sensor 12, whose measurement signal 18 is also partly evaluated using an FPGA, is also connected to the control interface 20, in particular via the TWINSync solution.

[0064] Fig. Figure 3 shows the test stand 10 in a third schematic representation.

[0065] Shown is a control structure implemented in test bench control 1. A load to be applied to the vehicle component is specified as a setpoint SW in the control structure. The setpoint SW of the load can, for example, result from the test scenario and depend on a setpoint SW calculated by a real-time simulation.

[0066] In the test bench control 1, a regulation of the load and a corresponding generation of the guide variable FG are provided as a function of the position and the speed.

[0067] The setpoint SW is linked to a position value in the control structure of the test bench controller 1. The position value is linked via a position signal 26, which is determined by a position sensor 12.1. The result of this linkage, e.g., a subtraction, is fed into a position controller, which can be configured as a P-controller. Its output signal is again linked to a speed signal 28 via a linkage, e.g., a subtraction. The output signal of this second linkage is fed into a speed controller, which can be configured as a PI controller or PI regulator. The speed controller outputs the reference variable FG. The reference variable FG is then divided proportionally, halved in the illustrated embodiment, and fed via the control interface 20 to the individual control units 22 and 24 for the drives M1 and M2. For clarity, the control interface 20 is shown in Fig. Figure 3 is not shown. These values, which correspond to half the respective reference variable FG, are linked to the respective operating current of the respective motor M1 or M2 via a subtraction. The control of the drives M1 and M2 is then achieved via the corresponding characteristic curve of the individual controllers 22 and 24 of the two drives. The control of the two drives M1 and M2 is implemented via respective control units 22 and 24. In the illustrated embodiment, the control units 22 and 24 are designed as power converters.

[0068] The position signal 26 and the speed signal 28 are each provided by a position sensor 12.1. The position sensor 12.1 can be designed as a magnetic linear sensor, as an optical sensor (e.g., a laser), or as an inductive sensor. The sensor 12 incorporates the position sensor 12.1.

[0069] The individual drives M1 and M2, for example spindle motors, are operated by a field-oriented control system. The field can be generated, for example, by a permanent magnet. The field-oriented control system can be configured to induce a current precisely along the axis of the electric motor, thus ensuring ideal utilization of the permanent magnet field for torque generation.

[0070] Alternatively, the field-oriented control can be configured such that the electromagnetic field is weakened to increase the respective speed of the linear motor M1 or M2. In further embodiments, the field can also be strengthened to decrease the respective speed of the motors M1 and M2.

[0071] Fig. Figure 4 shows a fourth schematic representation of test bench 10.

[0072] The diagram shows a control loop implemented in test bench control 1. A load to be applied to the vehicle component is specified as a setpoint SW in the control loop. The setpoint SW of the load can, for example, result from the test scenario and depend on a setpoint SW calculated by a real-time simulation.

[0073] The test bench control unit 1 provides for load control and corresponding generation of the reference variable FG as a function of force and acceleration. The force is detected by a force sensor 12.2 and output via a force signal 30. The acceleration is detected by an acceleration sensor 12.3 and output via an acceleration signal 32. Sensor 12 comprises the force sensor 12.2 and the acceleration sensor 12.3.

[0074] In the control loop, the setpoint SW for the force is linked to the force signal 30 from the force sensor 12.2 via a subtraction. The resulting value is fed to a force control system, which can be implemented as a PI controller. Other controllers are also conceivable, such as a state-space controller or a neural network. The corresponding output value of the force control system, via the indicated characteristic curve, is fed to a further link with an acceleration signal 32 from an acceleration sensor 12.3, which outputs the acceleration signal 32. The acceleration signal 32 is amplified and fed to the second link. This value, determined in this second link, is the reference variable FG, which is then proportionally distributed between the drives M1 and M2. In the present embodiment, its value is halved. This halved value is sent via the control interface 20 to the individual control units 22 and 24, which, as in the embodiment described above, Fig. 2 are configured as power converters. For clarity, the control interface 20 is in Fig. 4 not shown.

[0075] This halved value is then subtracted and linked to a current value of the drives M1 and M2, and then goes to a current controller, which then outputs the current or the current control value for the drives M1 and M2 respectively.

[0076] In Fig. 3 and Fig. Figure 4 shows alternative control systems for test bench 10. Test bench 10 can be designed so that, for example, an operator of test bench 10 can manually or automatically via the test scenario switch between a control system according to Fig. 3 and a regulation according to Fig. 4 can be switched. In particular, it can be provided that the sensor 12 then comprises the position sensor 12.1, the force sensor 12.2 and the acceleration sensor 12.3. Reference symbol list 1 Test bench control 2 Area for controls 3 Vehicle component 10 Test bench 12 Sensor 12.1 Position sensor 12.2 Force sensor 12.3 Accelerometer 14 converters 16 Sensor interface 18 Measurement signal 20 Control interface 22, 24 Control 26 Position signal 28 Speed ​​signal 30 Force signal 32 Acceleration signal A1 first axis A2 second axis A3 Component Axis SW setpoint FG Key Performance Indicator M1, M2 drives

Claims

[1] Test rig (10) for at least one vehicle component (3), wherein the test rig (10) is configured to exert a translational load on the at least one vehicle component (3) in the direction of a component axis (A3), wherein the test rig (10) has a plurality of drives (M1, M2) which are configured to generate the load, wherein a test rig control (1) is provided which is configured to jointly control the drives (M1, M2) in order to achieve the load on the vehicle component (3) based on a reference variable (FG). [2] Test rig according to claim 1, wherein a first drive (M1) of the plurality of drives is designed and arranged such that it exerts the load in the direction of a first axis (A1), wherein a second drive (M2) of the plurality of drives is designed and arranged such that it exerts the load in the direction of a second axis (A2), wherein a converter (14) is provided which converts the respective translational loads generated by the first and the second drive (M1, M2) into the translational load in the direction of the component axis (A3). [3] Test bench according to claim 1 or 2, wherein the vehicle component (3) is operable by a control unit, and the test bench control (1) is configured to generate the reference variable (FG) for the joint control of the drives (M1, M2) depending on a control unit signal, wherein the control unit signal is receivable by the test bench control. [4] Test bench according to one of the preceding claims, wherein the test bench control (1) is configured to distribute the value of the reference variable (FG) proportionally to the drives (M1, M2) depending on the proportional load to be generated on the drives (M1, M2). [5] Test rig according to claim 4, wherein the load to be generated by the drives (M1, M2) is of the same magnitude, and the test rig control (1) is configured to divide the value of the reference variable (FG) proportionally. [6] Test rig according to one of the preceding claims, wherein the test rig (10) has a measuring device which measures the translational load of the vehicle component (3) with at least one sensor (12, 12.1, 12.2, 12.3) and outputs at least one measurement signal (18, 26, 28, 30, 32) depending on this measurement. [7] Test rig according to claim 6, wherein the measuring device has at least one position sensor (12.1) and / or at least one speed sensor (12.1) and / or one force sensor (12.2) and / or one acceleration sensor (12.3). [8] Test bench according to claim 6 or 7, wherein the test bench control (1) is configured to generate the reference variable (FG) depending on the at least one measurement signal (18, 26, 28, 30, 32). [9] Test bench according to one of claims 6 to 8, wherein the measuring signal comprises a position signal (26) and a speed signal (28). [10] Test rig according to one of claims 6 to 8, wherein the measuring signal comprises a force signal (30) and an acceleration signal (32). [11] Test stand according to claim 9 or 10, wherein the test stand control (1) is configured to determine the reference variable (FG) either as a function of the position signal (26) and the speed signal (28) or as a function of the force signal (30) and the acceleration signal (32). [12] Test rig according to one of the preceding claims, wherein each drive (M1, M2) comprises at least one electric motor, in particular at least one linear motor. [13] Test stand according to one of the preceding claims, wherein a respective control (22, 24) is provided which is configured to control the respective drive (M1, M2). [14] Test rig according to claim 13, wherein the respective control (22, 24) for the respective drive (M1, M2) has a respective converter which is electrically connected to the respective drive (M1, M2) for control. [15] Test stand according to claim 13 or 14, wherein the test stand control (1) is configured to transmit the respective proportional value of the reference variable (FG) to the respective control unit (22, 24), wherein the respective control unit (22, 24) is configured to control the respective drive (M1, M2) depending on the proportional value of the reference variable (FG). [16] Test bench according to one of the preceding claims, wherein the test bench control (1) comprises at least one processor and at least one FPGA. [17] Test rig according to one of the preceding claims, comprising a steering test rig which is configured to exert a translational load on the at least one vehicle component (3), wherein the vehicle component (3) is designed as a vehicle steering system. [18] Test rig according to one of the preceding claims, comprising a damper test rig which is configured to exert a translational load on at least one vehicle component (3), wherein the vehicle component (3) is designed as a vehicle damper. [19] Test stand according to one of the preceding claims, comprising a brake test stand which is configured to exert a translational load on at least one vehicle component (3), wherein the vehicle component (3) is designed as part of a vehicle brake system. [20] Method for generating a translational load in the direction of a component axis (A3) for a vehicle component (3) in a test rig (10), wherein the test rig (10) has a plurality of drives (M1, M2) which are configured to generate the load, wherein the plurality of drives (M1, M2) are controlled together to achieve a load on the vehicle component (3) based on a reference variable (FG).

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