Test bench arrangement

Abstract

The invention relates to a test bench arrangement (1) comprising a test space (4) which is designed to receive a test object (7), and comprising at least one drivetrain test bench (3) which has at least one electric machine (8) and a shaft assembly (2) with a first end (21) and a second end (22), wherein the first end (21) is or can be connected in a rotationally fixed manner to the electric machine (8), and the second end (22) is designed to attach the test object (7) via a rotationally fixed connection (25), and wherein the shaft assembly (2) is supported in a rotational manner in a shaft carrier (10) via at least one intermediate bearing (11, 12). In order to achieve substantial airborne and structure-borne sound decoupling between the drivetrain test bench and test object, the invention proposes that the electric machine (8) and the first end (21) of the shaft assembly (2) are located outside the test space (4) and the second end (22) of the shaft assembly (2) is located inside the test space (4), wherein the shaft assembly (2) is guided through a wall lead-through (13) of a wall (6) of the test space (4), and the shaft carrier (10) forms a shaft bridge (20) which at least partially receives the shaft assembly (2), wherein the shaft bridge (20) is self-supporting in the test space (4).

Description

[0001] Test bench arrangement

[0002] The invention relates to a test bench arrangement with a test chamber which is designed to accommodate a test object, and with at least one drive train test bench which has at least one electrical machine and a shaft train with a first end and a second end, wherein the first end is connected or connectable in a rotationally fixed manner to the electrical machine, and the second end is designed to connect the test object via a rotationally fixed connection, and wherein the shaft train is rotatably mounted in a shaft carrier via at least one intermediate bearing.Furthermore, the invention relates to a drive train test bench which has at least one electric machine and a shaft train with a first end and a second end, wherein the first end is connected or connectable in a rotationally fixed manner to the electric machine, and the second end is designed to connect a test object via a rotationally fixed connection, and wherein the shaft train is rotatably mounted in a shaft carrier via at least one intermediate bearing, for the said test bench arrangement.

[0003] Drivetrain test benches for testing motor vehicle transmissions or entire motor vehicle drivetrains are well known in the art. Such test benches are used, on the one hand, to detect malfunctions in the shaft train at an early stage through a series of load tests. Typical malfunctions arise, for example, from components subject to play, such as gears, synchronizer rings, synchronizer bodies, multi-plate clutch discs, and shafts, which can be deflected or even excited to vibrate. As part of functional testing, the acoustic behavior and shifting quality are usually also tested. On the other hand, such test benches are also used in the development process for the continuous improvement of motor vehicle drivetrains. Such drivetrain test benches typically include an electric motor as the drive.

[0004] Airborne and structure-borne sound couplings between the test bench and the test object can have a significant adverse effect on the measurements.

[0005] Publications AT 512 006 A1, WO 2017 / 140443 A1, WO 2022 / 200216 A1, WO 2022 / 214582 A1, and WO 2022 / 218858 A1 disclose test bench arrangements in which the powertrain test benches, including the electrical machines, are arranged and mounted within the test chamber, with the wheel hubs serving as the interface between the drive and the test equipment. A disadvantage is that vibrations and noise from the electrical machine and the shaft are introduced into the test chamber, which adversely affects the measurement results.

[0006] The object of the invention is to achieve extensive airborne and structure-borne sound decoupling between the powertrain test bench and the test object.

[0007] According to the invention, this object is achieved in a test bench arrangement mentioned at the outset in that the electrical machine and the first end of the shaft train are arranged outside the test chamber and the second end of the shaft train are arranged inside the test chamber, wherein the shaft train is guided through a wall bushing of a wall of the test chamber, and that the shaft support forms a shaft bridge which at least partially accommodates the shaft train, wherein the shaft bridge is designed to be self-supporting in the test chamber.

[0008] This enables the vibrations between the powertrain test bench and the foundation of the test room to be decoupled.

[0009] A shaft bridge is a support structure for the shaft train which at least partially carries the shaft train and which spans a spatial area, in particular an area of ​​the test room and the engine room.

[0010] Self-supporting means that the wave bridge between the test chamber wall and the second end of the wave train has no mechanical connection to the foundation or floor of the test chamber. The wave train therefore has no supporting structure between the test chamber floor and the wave train. In particular, the wave bridge has no bearing points within the test chamber. The self-supporting wave bridge is a core component for the airborne and structure-borne sound insulation of the test chamber.

[0011] A further advantage is that the sound reflection surfaces on the sides of the test object can be significantly reduced, especially if the surface of the wave bridge is coated with a sound-absorbing material. The cantilevered design of the wave bridge allows for additional, standard-compliant microphone positions for acoustic monitoring of the test object.

[0012] In order to achieve extensive vibrational decoupling of the test bench assembly from the test object, it is advantageous if the shaft support in the area of ​​the wall penetration is pivotally and / or articulately mounted relative to the wall about an axis via a preferably wall-fixed bearing, wherein the axis is arranged in a normal plane to the shaft train, preferably substantially horizontally. The shaft bridge is designed in particular as a rocker, the free end of which, at the second end of the shaft train, is located in the test chamber, with the electrical machine connected to the first end of the shaft train serving as the counterweight.

[0013] In one embodiment of the invention, the bearing is arranged in the area of ​​the wall—preferably a central plane of the wall. The articulated and / or pivotable mounting of the shaft bridge in the area of ​​the wall prevents transverse forces or bending moments from being introduced into the wall.

[0014] Furthermore, the problem is solved in a drive train test bench of the type mentioned above in that the shaft support forms a shaft bridge that at least partially accommodates the shaft train, and that the shaft bridge has at least one bearing element configured to pivot the shaft bridge about an axis, wherein the axis is arranged in a normal plane to the shaft train. Preferably, the shaft bridge is designed to be self-supporting between the bearing element and the second end of the shaft train.

[0015] In one embodiment of the invention, the shaft assembly is at least partially guided—preferably in the area of ​​the wall penetration—in a shaft tube that is rigidly connected to the shaft support, with the shaft tube preferably being designed as a pipe silencer. It is particularly advantageous if the shaft tube is closed at the front end by an intermediate bearing, preferably rigidly connected to the shaft support. The intermediate bearing closing the shaft tube provides further acoustic insulation.

[0016] Within the scope of the invention, it is further provided that the second end of the shaft train is adjustable in the direction of the shaft axis. It is particularly advantageous if the shaft train is designed to be length-adjustable, with the shaft train preferably comprising at least one telescopic shaft with at least two telescopically interleaved shaft elements. This allows the drive train test bench to be flexibly adapted to the text object.

[0017] The shaft assembly is advantageously supported by at least one first intermediate bearing rigidly connected to the shaft carrier and at least one second intermediate bearing axially movable with the shaft carrier. This enables axial length adjustment of the shaft assembly.

[0018] In one embodiment of the invention, at least one damping element—particularly preferably formed by an all-metal damper—is arranged between at least one intermediate bearing and the shaft support. Operating vibrations from the intermediate bearings and constant velocity joints are thus transmitted to the shaft support only in a highly damped manner. Furthermore, within the scope of the invention, the shaft support is connected to the base via at least one elastic connection—preferably an acoustically decoupled one. The shaft bridge is thus vibrationally decoupled from the electrical machine connected to the base. By vibrationally decoupleing the shaft bridge from the electrical machine, any negative influence of the electrical machine on the measurement results can be avoided.The shaft bridge can be connected to the base of the electric motor via all-metal dampers ("stop-choc elements"), for example. The base and the electric motor act as a counterweight and hold the shaft bridge in position.

[0019] Advantageously, the base is connected to the floor of the machine room via at least one support, preferably acoustically decoupled, with at least one support preferably being formed by an air spring. The fact that the base, including the electrical machine, is mounted in the machine room via air springs also achieves vibration isolation from the foundation.

[0020] The invention will be explained in more detail below with reference to the non-limiting embodiments shown in the figures.

[0021] Fig. 1 shows a test bench arrangement according to the invention in a first embodiment in a longitudinal section;

[0022] Fig. 2 shows a test bench arrangement according to the invention in a second embodiment in a longitudinal section;

[0023] Fig. 3 this test bench arrangement in a sectional axonometric view;

[0024] Fig. 4 a shaft bridge of the drive train test bench of this test bench arrangement in a sectional axonometric view;

[0025] Fig. 5 an electric machine of this powertrain test bench in an axonometric view;

[0026] Fig. 6 shows a drive train test bench according to the invention in an axonometric representation;

[0027] Fig. 7 a shaft bridge of this powertrain test bench in a sectional axonometric view; and

[0028] Fig. 8 shows this powertrain test bench in a side view. Figs. 1 to 5 each show a test bench arrangement 1 with at least one powertrain test bench 3 having a shaft train 2—for example, a single-axle NVH (noise, vibration, harshness) powertrain test bench—a test chamber 4, and a machine room 5 separated from the test chamber 4 by a sound- and vibration-insulating wall 6. The test chamber 4 is designed to accommodate a test object 7, for example, a motor vehicle, an internal combustion engine, or a transmission.

[0029] The shaft train 2 of the powertrain test bench 3 has a first end 21 and a second end 22. In the region of the first end 21, the shaft train 2 is or can be connected in a rotationally fixed manner to an electric motor 8. The electric motor 8 is firmly connected to a base 9, for example, via screws.

[0030] The second shaft end 22 is designed to connect the test object via a rotationally fixed connection 25.

[0031] The electrical machine 8—for example, an asynchronous machine—is located in the machine room 5 adjacent to the test room 4. In the case of a motor vehicle, for example, a wheel flange of the motor vehicle is connected to the electrical machine 8 via the rotationally fixed connection 25 of the shaft train 2, for example, an adapter flange. One shaft train 2 and one electrical machine 8 can be provided per wheel flange, with the electrical machines 8 being arranged outside the test room 4, i.e., in at least one machine room 5 adjacent to the test room 4.

[0032] The shaft train 2 is rotatably mounted in a shaft support 10 via at least a first intermediate bearing 11 and a second intermediate bearing 12, with the first intermediate bearing being closer to the center plane 6a of the wall than the second intermediate bearing 12. The shaft support 10 is formed by a shaft bridge 20 extending into the test chamber 4. The shaft bridge 20 has no bearing points in the test chamber 4 and is the core component for the airborne and structure-borne sound insulation of the test chamber 4.

[0033] In the exemplary embodiment, the shaft train 2 has at least a first shaft part 23 guided through the wall 6 and a second shaft part 24, wherein at least the second shaft part 24 is rotatably mounted in the shaft bridge 20 via the intermediate bearings 11, 12.

[0034] The wall 6 has at least one wall penetration 13 for the shaft train 2 between the test room 4 and the machine room 5. The shaft bridge 20 with the shaft train 2 penetrates the wall 6 in the area of ​​the wall penetration 13. In the area of ​​the wall penetration 13, the shaft bridge 20 is tiltably and / or articulately mounted with respect to the wall 6 about at least one axis 14a via a bearing 14, wherein, for example, the bearing 14 is firmly connected to the wall 6. The bearing 14 has at least two interacting elements 141, 142 - a bearing 141 and an abutment 142 - wherein one element 141 of the bearing 14 is arranged on the shaft bridge 20 and the other element 142 of the bearing 14 is arranged in the wall 6. The shaft assembly 2 is thus pivotably and / or articulately supported via the shaft bridge 20 via the bearing 14 in the wall bushing 13. The axis 14a is arranged in a normal plane on the shaft assembly 2, for example, essentially horizontally.In the embodiments, the normal plane s coincides approximately with a center plane 6a of the wall 6 (Fig. 1, Fig. 2, Fig. 8).

[0035] The shaft bridge 20 can be designed as a simple rocker, with the first rocker end located in the area of ​​the first end 21 of the shaft train 2, i.e., in the area of ​​the electric motor 8, and the free second rocker end located in the area of ​​the second end of the shaft train 2, i.e., in the area of ​​the test object 7. The electric motor 8 thus serves as a counterweight to the test object 7.

[0036] In the exemplary embodiment, the bearing 14 is arranged approximately in the area of ​​the wall 6 - for example in the area of ​​the central plane 6a of the wall 6.

[0037] The shaft bridge 20 thus has a bearing point within the wall 6, which allows it to pivot about a horizontal axis 14a. The base 9 and the electric motor 8 thus act as a counterweight and hold the shaft bridge 20 in position.

[0038] The self-supporting shaft train 2 ensures optimized force introduction into the building structure.

[0039] Due to the pivoting or articulated mounting 14 of the shaft bridge 20, no transverse forces or bending moments are introduced into the wall 2 between the machine room 5 and the test room 4.

[0040] The shaft bridge 20 is largely vibrationally decoupled from the electric machine 8.

[0041] To achieve different track widths, from small cars to vans, the shaft train 2 is adjustable at the second end 22 of the shaft train 2 in the direction of the longitudinal axis 2a of the shaft train 2. Advantageously, the shaft train 2 itself is designed to be length-adjustable. In the exemplary embodiment, the second shaft part 24 is designed as a length-adjustable telescopic shaft 240 and has at least two telescopically retractable shaft elements 241, 242, which are adjustable by a - advantageously manual - length adjustment device 15 (Fig. 4). If an electric drive and an externally operated locking mechanism for the track width adjustment are dispensed with, the shaft bridge 20 can be kept very compact. This enables simple track width adjustment.

[0042] The first intermediate bearing 11 is formed as a bearing block firmly connected to the shaft bridge 20 and the second intermediate bearing 12 is formed by a bearing block which is axially displaceable in the longitudinal direction of the shaft train 2 on the shaft bridge 20 in relation to the first intermediate bearing 11.

[0043] The first shaft element 241 is rotatably mounted in the first intermediate bearing 11. The second shaft element 242 is rotatably mounted in the second intermediate bearing 12 and can be axially displaced together with the latter by the length adjustment device 15. The shaft elements 241, 242 and the intermediate bearings 11, 12 are designed to accommodate torsional vibration dampers and / or vibration absorbers 27 on one side or between them (Fig. 1 to Fig. 4).

[0044] The length adjustment device 15 has, for example, a threaded spindle 150, via which the second intermediate bearing 12 formed by the movable bearing block is connected to the first intermediate bearing 11 formed by the fixed bearing block. For this purpose, the movable bearing block has a carriage (not shown) guided on a guide rail fixed to the shaft bridge, parallel to the longitudinal axis 2a. From minimum to maximum, the second intermediate bearing 12 can be moved by, for example, approximately 20 cm. The threaded spindle 150 can have, for example, a hexagon screw head on its front side for actuation, which can be operated, for example, using a tool wrench or a cordless screwdriver. After adjustment, the position of the carriage is fixed on the shaft bridge 20 via locking screws 39 (Fig. 7). In this way, the track width can be adjusted manually in a short time with just a few simple steps.Alternatively, according to an embodiment of the invention not shown, an electrical adjustment device can of course also be provided for the displacement of the second intermediate bearing 12.

[0045] The first shaft part 23 and the second shaft part 24 can be equipped with constant velocity joints on both sides, as indicated by reference numeral 16 in Figs. 1 to 4. Thus, the first shaft part 23 and the second shaft part 24 are advantageously designed as constant velocity joints. These have high torsional rigidity and can simultaneously compensate for axial and angular misalignments caused by assembly. A torque measuring flange 28, possibly including a speed sensor, can be arranged in the region of the first end 21 of the shaft train 2 and is non-rotatably connected to the rotor of the electric machine 8 (Figs. 1 to 4 and Fig. 7).

[0046] Between each intermediate bearing 11, 12 and the shaft support 10, at least one damping element 17, 18 is arranged—for example, formed by an all-metal damper ("stop-shock element")—which decouples the intermediate bearings 11, 12 from the shaft bridge 20. Operating vibrations from the intermediate bearings 11, 12 and the constant velocity joints 16 are therefore transmitted to the structure of the shaft bridge 20 only in a highly damped manner.

[0047] The electrical machine 8 and the first end 21 of the shaft train 2 are located outside the test chamber 4 – in the machine room 5. The second end 22 of the shaft train 2 is located inside the test chamber 4, with the shaft train 2 being guided through the wall penetration 13 of the wall 6 between the test chamber 4 and the machine room 5. Due to the shaft bridge 20 projecting into the test chamber 4, the shaft train 2 is designed to be self-supporting in the test chamber 3. The shaft train 2 therefore has no supporting structure between the floor of the test chamber 4 and the shaft parts 23, 24, which provides acoustic and vibration decoupling. A further advantage of the self-supporting design of the shaft bridge 20 is that it enables additional, standard-compliant microphone positions.

[0048] In the illustrated embodiment, the shaft bridge 20 is designed as a truss structure made of welded steel tubes 26, with the steel tubes having the shape of an upside-down delta in a cross-section along the longitudinal axis 2a of the shaft train 2. The basic shape of the upside-down delta is the result of optimizing the installation space requirements, manufacturing effort, and simulated dynamic behavior. The truss structure exhibits a good ratio between dead weight and rigidity. The open sections of the truss structure can be used for assembly and maintenance work. The tubes in the axial direction each have an inner tube, which can be used for cable routing. The hollow spaces of the tubes are filled with insulating material—for example, compressed rock wool—and closed with lids. The cross struts of the truss can be filled with sand.These measures ensure that the truss has high internal damping and is therefore difficult to excite into vibration. On the other hand, the eigenmodes can be significantly reduced through targeted use of mass.

[0049] For acoustic insulation, the free spaces around the articulated bearing 14 and the free spaces of the shaft bridge 20 are filled with acoustic insulation material. The soundproof insulation of the wall penetration 13 is achieved by two covers 32, 33, which are arranged floatingly on either side of the wall 6 (Fig. 6, Fig. 8). The covers 32, 33 are made of steel, for example, and are provided with an elastic acoustic insulation layer 36 on the side of the wall 6. The two covers 32, 33 are braced against each other via steel anchors 39 and thus seal tightly, with the floating insulation layer 36 being pressed against a wall-fixed insulation layer 37 (Fig. 8). To reduce radiation into the test room 4, the shaft bridge 20 is provided on the outside with an acoustically effective lining, ideally made of neoprene.

[0050] The shaft bridge 20 is connected to the base 9 via at least one elastic and damping connection 19. The connection 19 is formed, for example, by an all-metal damper ("stop-shock element") and provides acoustic decoupling of the shaft bridge 20 from the base 9. Due to the elastic connection 19 of the shaft bridge 20 to the base 9, the first shaft part 23 can absorb the relative movements.

[0051] The base 9 is connected to the floor 5a of the machine room 5 via at least one acoustically decoupled—in particular elastic—support 31. The support 31 can be formed, for example, by an air spring. The base 9 thus supports the electrical machine 8 and effects vibrational decoupling of the electrical machine 8 from the floor 5a of the machine room 5. Because the supports 31 of the electrical machine 8 and the base 9 are formed by air bearings arranged in the machine room 5, the transmission of operating vibrations to the floor 5a and further to the building structure can be prevented. The mass of the base 9 and the characteristic curve of the air springs can be designed such that the reaction forces resulting from the introduced torques cause only minimal relative movements.

[0052] To support torques on the electrical machine 8, a torque support 33 is attached to the base 9, as can be seen from Fig. 5.

[0053] The first shaft section 23 of the shaft train 2 is connected on one side to the vibration-decoupled first intermediate bearing 11 and on the other to the electric machine 8. The first shaft section 23 runs in a shaft tube 30, ideally designed as a silencer, which is closed at one end by the first intermediate bearing 11. For acoustic insulation, an elastic seal is provided between the shaft tube 30 and the first intermediate bearing 11. To achieve a low ambient sound level in the fully anechoic test chamber 4 – for example, below 35 dB (A) – two points are crucial with regard to the shaft bridge 20:

[0054] Firstly, the noise from the machine room 5 must be attenuated as much as possible. For this purpose, the shaft bridge 20 is mounted not only on the base 9 of the electrical machine 8, but also via the bearing 14 in a wall base 6b of the wall 6. This wall base 6b is firmly connected to the substructure, but not to the adjacent wall areas. Hollow spaces between the wall base 6b, the outer contour of the shaft bridge 20, and the rectangular wall cutout of the wall penetration 13 are filled with insulating material 35, in particular alternating layers of rock wool and neoprene as barrier layers, in order to dissipate as much sound energy as possible through the impedance changes at the transition between the materials and thus achieve optimal insulation results.

[0055] In the area above the delta contour of the wave bridge 20, a defect in the air springs of the supports 31 can result in a relative movement of up to two centimeters. This necessary clearance cannot therefore be tightly sealed with steel plates – such as covers 32, 33 – like the wall areas around the wall base 6b, but is instead sealed with elastic material, for example, elastomer plates 38 made of polyurethane (Fig. 8). This not only closes the cavities but also ensures that the fillers of the wall 6 cannot escape. To hold the elastomer plates 38 in position, covers 32, 33 formed by floating steel plates are attached to both sides of the wall 6. These hold each other in position via steel anchors 39 preloaded by compression springs.This prevents damage to the shaft bridges 20 and the insulation material 35 even in the event of damage and also ensures optimal airborne sound insulation.

[0056] Secondly, the inner contour of the shaft bridges 20 must be optimally sealed. The key point here is the bearing 14, located, for example, directly in the center plane 6b of wall 6. The shaft bridge 20 can be closed around this bearing without a gap. The intermediate bearings 11, 12, designed as radial bearings, are closed so that no airborne sound bridge exists here either. The cavities in the truss structure on the test room 4 and machine room 5 sides are filled with an acoustic adsorber - e.g., made of melamine resin foam. In this case, only the areas closest to rotating parts are advantageously left out in order to achieve the highest possible absorption. The surface of the shaft bridge 20 within the test room 4 is further sealed with a neoprene cover made of two layers of neoprene. The upper layer fits tightly to the outer contour and also serves as dirt protection for the internal components.Painted perforated sheets can also be used as contact protection, which are fixed floating on the neoprene cover.

[0057] With the test bench arrangement 1 according to the invention, in addition to purely electric drives, axles driven by internal combustion engines and all types of hybrid drivetrains can be tested as test objects 7. For this purpose, the test chamber 4 advantageously has a lower frequency limit of approximately 125 Hz, the necessary fuel supply, exhaust gas extraction, and appropriate room ventilation.

[0058] If the test object 7 is formed, for example, by a vehicle, the test bench arrangement 1 can have a plurality of drive train test benches 3, each with self-supporting shaft trains 2 of the type described, which are connected to a wheel of the vehicle, wherein the electrical machines 8 are arranged in one or more machine rooms 5 adjacent to the test room 4.

[0059] Self-supporting shaft trains 2 of drive train test benches 3 according to the invention with self-supporting shaft bridges 20 within the fully anechoic test chamber 4 prevent a possible transmission of structure-borne noise between the electrical machines 8, which are mounted separately outside the test chamber 4, and the foundation of the test object 7. The manually movable bearing blocks of the second intermediate bearings 12 make it possible to cover track widths ranging from small cars to light commercial vehicles without having to compromise on the quality of the airborne noise measurement.

Claims

1. Test bench arrangement (1) with a test chamber (4) which is designed to accommodate a test object (7), and with at least one drive train test bench (3) which has at least one electric machine (8) and a shaft train (2) with a first end (21) and a second end (22), wherein the first end (21) is connected or connectable to the electric machine (8) in a rotationally fixed manner, and the second end (22) is designed to connect the test object (7) via a rotationally fixed connection (25), and wherein the shaft train (2) is rotatably mounted in or on a shaft carrier (10) via at least one intermediate bearing (11, 12), characterized in that the electric machine (8) and the first end (21) of the shaft train (2) are arranged outside the test chamber (4) and the second end (22) of the shaft train (2) are arranged inside the test chamber (4), wherein the shaft train (2) is guided through a wall bushing (13) of a wall (6) of the test room (4),and that the shaft support (10) forms a shaft bridge (20) which at least partially accommodates the shaft train (2), wherein the shaft bridge (20) is designed to be self-supporting in the test space (4).

2. Test bench arrangement (1) according to claim 1, characterized in that the shaft bridge (20) in the region of the wall passage (13) is pivotally and / or articulately mounted with respect to the wall (6) about an axis (14a) of at least one preferably wall-fixed bearing (14), wherein the axis (14a) is arranged in a normal plane (s) to the shaft train (2), preferably substantially horizontally.

3. Test bench arrangement (1) according to claim 2, characterized in that the bearing (14) is arranged in the region of the wall (6) - preferably in the region of a central plane (6a) of the wall (6).

4. Test bench arrangement (1) according to one of claims 1 to 3, characterized in that the shaft bridge (20) is vibrationally decoupled from the electrical machine (8).

5. Test bench arrangement (1) according to one of claims 1 to 4, characterized in that the shaft train (2) is guided at least partially - preferably in the region of the wall lead-through (13) - in a shaft tube (30) firmly connected to the shaft support (10), wherein the shaft tube (30) is preferably designed as a pipe silencer.

6. Test bench arrangement (1) according to one of claims 1 to 5, characterized in that the second end of the shaft train (2) is adjustable in the direction of a longitudinal axis (2a) of the shaft train (2).

7. Test bench arrangement (1) according to claim 6, characterized in that the shaft train (2) is designed to be adjustable in length.

8. Test bench arrangement (1) according to claim 7, characterized in that the shaft train (2) has at least one telescopic shaft (240) with at least two telescopically telescopically slidable shaft elements (241, 242).

9. Test bench arrangement (1) according to one of claims 1 to 8, characterized in that the shaft train (2) is mounted via at least one first intermediate bearing (11) fixedly connected to the shaft carrier (10) and at least one second intermediate bearing (12) axially displaceable with the shaft carrier (10).

10. Test bench arrangement (1) according to claim 9, characterized in that at least one damping element (17, 18) - particularly preferably formed by an all-metal damper - is arranged between at least one intermediate bearing (11, 12) and the shaft carrier (10).

11. Test bench arrangement (1) according to one of claims 1 to 10, characterized in that the electrical machine (8) is connected to a base (9), wherein the base (9) is connected to a floor (5a) of the machine room (5) via at least one - preferably acoustically decoupled - support (31).

12. Test bench arrangement (1) according to claim 11, characterized in that at least one elastic support (31) is formed by an air suspension.

13. Test bench arrangement (1) according to one of claims 1 to 12, characterized in that the shaft carrier (10) is connected to the base (9) via at least one - preferably an acoustically decoupled - elastic connection (19), wherein the elastic connection (19) is preferably formed by an all-metal damper.

14. Drive train test bench (3), which has at least one electric machine (8) and a shaft train (2) with a first end (21) and a second end (22), wherein the first end (21) is connected or connectable in a rotationally fixed manner to the electric machine (8), and the second end (22) is designed to connect a test object (7) via a rotationally fixed connection (25), and wherein the shaft train (2) is rotatably mounted in a shaft carrier (10) via at least one intermediate bearing (11, 12), for a test bench arrangement (1) according to one of claims 1 to 13, characterized in that the shaft carrier (10) has a shaft train (2) at least partially receiving shaft bridge (20), and in that the shaft bridge (20) has at least one of two cooperating elements (141, 142) of a bearing (14) which is designed to pivot the shaft bridge (20) about an axis (14a), wherein the axis (14a) is arranged in a normal plane to the shaft train (2).

15. Drive train test bench (3) according to claim 14, characterized in that the shaft bridge (20) between the element (141, 142) of the bearing (14) and the second end (22) of the shaft train (2) is designed to be self-supporting.

16. Drive train test bench (3) according to claim 14 or 15, characterized in that the shaft bridge (20) is vibrationally decoupled from the electric machine (8).

17. Drive train test bench (3) according to one of claims 14 to 16, characterized in that the shaft train (2) is at least partially guided in a shaft tube (30) fixedly connected to the shaft carrier (10), wherein the shaft tube (30) is preferably designed as a pipe silencer.

18. Drive train test bench (3) according to one of claims 14 to 17, characterized in that the second end of the shaft train (2) is adjustable in the direction of the longitudinal axis (2a) of the shaft train (2).

19. Drive train test bench (3) according to claim 18, characterized in that the shaft train (2) is designed to be adjustable in length.

20. Drive train test bench (3) according to claim 19, characterized in that the shaft train (2) has at least one telescopic shaft (240) with at least two telescopically telescopically slidable shaft elements (241, 242).

21. Drive train test bench (3) according to one of claims 14 to 20, characterized in that the shaft train (2) is mounted via at least one first intermediate bearing (11) fixedly connected to the shaft carrier (10) and at least one second intermediate bearing (12) axially displaceable with the shaft carrier (10).

22. Drive train test bench (3) according to claim 21, characterized in that at least one damping element (17, 18) - particularly preferably formed by an all-metal damper - is arranged between at least one intermediate bearing (11, 12) and the shaft carrier (10).

23. Drive train test bench (3) according to one of claims 14 to 22, characterized in that the electric machine (8) is connected to a base (9) of the drive train test bench (3) and that the shaft carrier (10) is connected to the base (9) via at least one - preferably an acoustically decoupled - elastic connection (19), wherein the elastic connection (19) is preferably formed by an all-metal damper.

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