Method for positioning a vehicle on a vehicle test stand - Patents.com
Patent Information
- Application Number
- JP2024529169
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2021-11-15
- Filing Date
- 2022-11-08
- Publication Date
- 2025-11-17
AI Technical Summary
Existing vehicle test stands face challenges in maintaining vehicle stability during testing, particularly when vehicles are partially installed, leading to potential lifting of wheels off the wheel receivers during dynamic driving tests, and require complex repositioning to accommodate different vehicle models with varying wheelbases and track widths.
A method involving a defined pressing force between vehicle wheels and wheel receivers, using vehicle hold-down members and controlled vertical and horizontal movements to secure the vehicle, simulating load conditions and ensuring stable wheel contact without tire slippage, even for partially installed vehicles.
Enhances manufacturing flexibility by securely supporting vehicles on wheel receivers, allowing simulation of various load conditions and dynamic driving scenarios without wheel lift-off, while adapting to different vehicle models without recalibrating test stand components.
Smart Images
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Abstract
Description
[Technical field]
[0001] The present invention relates to a method for positioning a vehicle on a vehicle test stand according to the preamble of claim 1. [Background technology]
[0002] Patent document 1 discloses moving a partially mounted vehicle to an individual manufacturing station in a manufacturing process with a transport means. In this case, the partially mounted vehicle is raised by the transport means by the partially mounted vehicle being raised at a corresponding holding point of the chassis of the vehicle. In the manufacturing process, there is also a provision for carrying out a test of the vehicle by means of a vehicle test stand. The vehicle test stand has a plurality of wheel receiving members such that for each wheel of the vehicle a wheel receiving member is provided. The wheels of the vehicle and the wheel receiving members of the vehicle test stand are oriented relative to each other such that a wheel receiving member is located below each wheel of the vehicle. For this purpose, the vehicle is raised by a corresponding distance by the transport means. The wheel receiving members of the vehicle test stand are further adjusted, if applicable, to the wheelbase and track width of the vehicle with respect to their spacing relative to each other. The vehicle is then moved by the transport means such that, when the vehicle is lowered, each wheel of the vehicle rests on one of the wheel receiving members. The vehicle is lowered to such an extent that the vehicle is fully supported by its weight via the wheels and the wheel receiving members. Then, the provided running test is carried out. After the running test is completed, the vehicle is repositioned in the vehicle test stand such that when the vehicle is raised, the retention elements of the vehicle re-engage with the provided retention points of the chassis. When performing the running test, the position of the vehicle on the wheel receiving members may change laterally. This lateral offset of the vehicle must be reversed again before the vehicle is raised by the vehicle.
[0003] It is known to provide end of line vehicle test stands during vehicle manufacture. This end of the line vehicle test stand typically has a wheel receiving member associated with each wheel or each wheel combination of each axle of the vehicle on each of the two vehicle sides.
[0004] Vehicle test stands are also known in which a wheel receiving member is associated with each wheel or each wheel combination of exactly one axle of the vehicle on each of the two vehicle sides. These are, for example, brake / roller test stands in which the braking force of the wheels of an axle of the vehicle is verified by the vehicle standing in turn with the wheels of the different axles on the wheel receiving members of the vehicle test stand.
[0005] The "wheel combination" refers to vehicles which have so-called "twin wheels" on one or more axles, in each case on both sides of the vehicle. These twin wheels are used when significant axial loads occur on an axle. The weight load on this axle is then distributed over the two wheels to each side of the corresponding axle. For the purposes of the test, the two twin wheels can be treated uniformly as one wheel. These twin wheels also therefore have a common wheel bearing member.
[0006] In either case, the wheel receiving member has a top roller, a dual roller, or a floating belt.
[0007] In top rollers, the wheel stands on a single roller. This position is only stable in a limited way, so the vehicle must be further fixed in position. This may be done, for example, by so-called support rollers, which support the wheel on the tire in front of and behind it in the direction of travel of the wheel and hold the wheel (and thus the vehicle) in a position where the respective vehicle wheel rests on the top roller provided. To prevent the vehicle from moving in at least one direction, other holding elements may be provided which grip and hold the vehicle or a vehicle component or against which a vehicle component (e.g. a bumper) abuts.
[0008] Also known is an embodiment of a wheel receiving member with dual rollers. Each vehicle wheel then contacts both rollers when standing on the wheel receiving member. Between the two rollers of the wheel receiving member the vehicle wheel falls. This defines a stable position of the vehicle wheel. The further apart the rollers are, the deeper each wheel of the vehicle falls between the two rollers. The lowering results in a more stable vehicle position. In this case, it should be taken into account that the vehicle has only a limited ground clearance. The vehicle will inevitably fall unless its underbody stands on the rollers or other components of the test stand. Before the vehicle is driven out of a test stand having wheel receiving members in the form of dual rollers, it is known to move these dual rollers together to a minimum distance relative to each other electrically. This causes the vehicle to be raised, thus facilitating the drive out of the wheel receiving member. Alternatively, it is also known to configure the wheel receiving member with a lifting plate. In this case, a lifting plate is moved upwards between the two rollers of the wheel receiving member, by means of which each vehicle wheel is raised. This also facilitates the drive out of the test stand. Alternatively, the wheel bearing members can also be moved relative to the wheel stand between the wheel bearing members in the longitudinal vehicle direction for wheels of several axles of the vehicle, thereby allowing the wheels of at least one axle to be moved into coverage. In test stands with wheel bearing members for wheels or wheel combinations of only one axle of the vehicle, no measures are required. In this case the vehicle can therefore also be driven away from the test stand.
[0009] To carry out the test, once the vehicle has been driven into the vehicle test stand or after lowering of the vehicle as described in DE 10 200 03 133 A1, the wheels of the axles of the vehicle to be tested stand on the respective wheel receiving members.
[0010] These tests may relate to the function of different vehicle systems. For functional tests, the vehicle wheels are driven or braked by the vehicle itself or by the wheel receiving members. To evaluate the functionality, measured values are detected by the measurement system. These measured values may be, for example, the speeds or forces or torques generated. For example, on the board or screen, objects or sequences for calibrating or functionally validating vehicle-side cameras or vehicle-side systems for vehicle assistance or in the field of autonomous driving can also be displayed. For the calibration or functional validation of vehicle-side radar or lidar systems and vehicle-side systems for evaluating such sensor signals, corresponding reflectors or simulators can also be arranged around the vehicle. The vehicle test stand may be configured such that the vehicle test stand can be used to simulate the running of the vehicle, including steering movements, if applicable.
[0011] A vehicle is in the subject matter of the present invention associated, at least temporarily, with a means of transport during the manufacturing process.
[0012] These transport means are used when vehicles are intended to be transported from one station to the next during their manufacture (either partially or fully mounted). Furthermore, these transport means are used to hold vehicles, especially when their wheels have not yet been mounted and therefore the vehicle cannot yet stand on the ground.
[0013] These means of transport may be carrier structures on which the vehicles are suspended and supported by hangers. Such means of transport are described, for example, in patent application WO 2005 / 023393, which relates to a "vehicle receiving member of an overhead truck". With regard to the terminology, in the present protection right, in the case of vehicle transport using overhead trucks, the "carrier structure" corresponds to the "vehicle receiving member". The movement of the carrier structure also causes the vehicle to move.
[0014] The vehicle is not necessarily associated with a transport during the entire manufacturing process. The transport can be changed during the manufacturing process. Moreover, the vehicle can be moved without a transport during the manufacturing process once the wheels are attached and the vehicle is provided with further units required.
[0015] These vehicles may also be autonomous carriers (US Pat. No. 5,399,433) on which fully or partially mounted vehicles are placed. The movement of the autonomous carriers allows the vehicles to be moved in the manufacturing process. These autonomous carriers are also called "AGVs" (Automated Guided Vehicles) or "FTSs" ("Fuhrerloss Transportation Systems" or driverless transportation systems). The vehicle and the wheel receiving members of the test stand are, in the present invention, moved in a vertical motion towards each other to position the wheels of the vehicle on the wheel receiving members of the vehicle test stand.
[0016] As a result of this movement, the wheels of the vehicle are connected to the respective wheel bearing members in a non-positive locking manner, which in this case means that driving or braking forces interact between the vehicle wheels and the respective wheel bearing members. [Prior art documents] [Patent documents]
[0017] [Patent Document 1] DE 3641424 A1 [Patent Document 2] DE 10336399 A1 Summary of the Invention [Problem to be solved by the invention]
[0018] The object of the present invention is to make the manufacturing process more flexible. [Means for solving the problem]
[0019] According to the invention, the support of the vehicle wheels on the wheel receiving members is carried out with a defined pressing force between the vehicle wheels and the wheel receiving members of the vehicle test stand, said defined pressing force between the vehicle wheels and the wheel receiving members of the vehicle test stand being greater than the corresponding weight of the vehicle in the manufacturing process ejected through the respective wheels.
[0020] This has the advantage that even a vehicle that is only partially mounted in the vehicle test stand can simulate loads on the individual wheels that correspond to the weight of a fully mounted vehicle that is intended to be discharged through the respective wheels. Other weights that are greater than the weight of the vehicle can also be simulated, for example when trying to simulate driving behavior in different load conditions. Another advantage can include the safe support of the vehicle with its respective wheels on the wheel receiving members, without reaction forces during dynamic driving tests that would cause the wheels of the vehicle to lift off the wheel receiving members. In a brake test stand, the pressing force can result in a friction force that allows a certain braking force without causing tire slip.
[0021] The pressing force can be generated by at least one vehicle hold-down member attached to the vehicle test stand that engages the vehicle and in this case pulls the vehicle onto the vehicle test stand. The vehicle hold-down member can engage the vehicle at one or more suitable locations, for example, on the underbody, on the sills, on one or both bumpers, in the area of the front or rear ends of the vehicle, etc.
[0022] This pressing force can be generated by the vehicle not only being placed in the wheel receiving member, but also being pressed downwards. This can be performed, for example, by the carrier structure of the vehicle when the vehicle is held and transported by the carrier structure in a hanger. In this case, the carrier structure is pressed downwards with a defined force, and thus the vehicle fixed in the carrier structure is also pressed. In general, this can be performed by a part of the vehicle that holds the vehicle being lowered. The vehicle can be fixed in the vehicle, and the vehicle can be pressed or pulled downwards with a defined force.
[0023] This makes it possible to generate a contact force of the vehicle on the wheel receiving member that is greater than the one that corresponds to the weight of the (if applicable, then only partially mounted) vehicle. In the exemplary embodiment described in this case, for this purpose the holding member of the vehicle can be lowered on the autonomous carrier or the carrier structure of the vehicle in the hanger can be lowered.
[0024] If only the vehicle moves during the relative movement between the vehicle and the wheel receiving member, this has the advantage that the vehicle test stand with the calibrated measuring device is not changed. These embodiments relate to a movement sequence in which the vehicle is lowered so that its wheels stand on the wheel receiving members.
[0025] The weight load of the individual wheels of the vehicle can also be simulated if the vehicle is fixed in position at least against vertical movements and the vehicle test stand as a whole is equipped with a lifting device or each of the wheel receiving members is individually equipped with a lifting device. The fixation of the vehicle can be carried out by the vehicle being securely connected to the transport means, which itself is fixed at least against vertical movements. In this embodiment, the entire vehicle test stand or the wheel receiving members are individually raised in order to position the wheels of the vehicle on the wheel receiving members. The fixation of the vehicle against vertical movements is important in the context described in this case for the possibility of being able to adjust the defined pressing force. As a result of individually raising the individual wheel receiving members (if applicable, also with different lifting forces, as explained in connection with claim 6), the individual weight load of the individual vehicle wheels can be simulated. As an alternative to this embodiment, a common lifting unit can also be provided for the wheel receiving members of the vehicle test stand, for example for the wheels of one axle. It is also possible to provide a common lifting unit for all wheel receiving members of the vehicle test stand.
[0026] Thus, a vertical relative movement of the vehicle and the wheel receiving member of the vehicle test stand towards each other can be effected by the wheel receiving member of the test stand being moved towards the vehicle. This lifting movement can be electrically, pneumatically and / or hydraulically driven. Advantageously, therefore, the test stand is not lifted completely, but only the wheel receiving member is lifted.
[0027] To perform the tests in the vehicle test stand, the vehicle can be fixed horizontally and vertically to the vehicle test stand. This can be done via a wheel receiving member, a vehicle, or a fixing unit that fixes the vehicle in a suitable location, such as the underbody, the sill, the bumper, or a component on the front or rear end of the vehicle.
[0028] The connection for non-positive locking interaction between the wheel receiving members of the vehicle test stand and the corresponding wheels of the vehicle can be performed using the following method steps. In preparation, the vehicle test stand and the vehicle can be oriented relative to one another in a horizontal plane such that during subsequent relative movement in a vertical direction between the wheel receiving members and the vehicle, the wheels of the axles of the vehicle intended to be tested are connected in a non-positive locking interaction with their respective wheel receiving members.
[0029] Alternatively, the positioning of the wheel receiving member of the vehicle test stand relative to the associated wheel of the vehicle in a horizontal plane can be performed synchronously with the relative vertical movement of the wheel receiving member and the associated wheel of the vehicle, i.e. the horizontal and vertical movements are performed simultaneously. The vehicle is transported or held by a transport means. The relative movement of the wheel receiving member of the vehicle test stand and the associated wheel of the vehicle has a vertical component. For this purpose, the vehicle test stand may be displaceable in a horizontal plane so that the vehicle test stand in the horizontal plane is positioned below the vehicle, so that the wheel receiving members are located below the respective wheels of the vehicle.
[0030] Alternatively or in addition to this movement of the vehicle test stand, the vehicle may also be moved by the transport means so that the wheels of the vehicle are positioned in a horizontal plane above the respective wheel receiving members of the vehicle test stand.
[0031] This is advantageous if the vehicle test stand itself does not move, i.e. the vehicle is oriented in a horizontal plane towards the vehicle test stand. The measuring devices, display elements (screens, sensors) of the vehicle test stand can remain fixed in place and do not have to be moved and, if applicable, newly calibrated to the coordinate system of the vehicle test stand. Due to the construction, moving the vehicle in a horizontal plane is also not a problem. For this purpose, the vehicles of the known production lines are already arranged on the carrier structure of the hangar or on the autonomous carrier.
[0032] In the embodiment as claimed in claim 1, the vehicle can be pressed against the wheel receiving member in a controlled manner. In an embodiment of the method according to claim 2, the support of the vehicle wheels is performed on the wheel receiving members with a defined distance between the fender edge and the wheel centre. Thus, the vehicle (only partially mounted, if applicable) is pushed or pulled downwards with a prescribed force that corresponds to a deflection path of the vehicle suspension such that a prescribed spacing is adjusted between the fender edge and the wheel center.
[0033] Thus, in the method according to claim 2, the wheels of the vehicle stand on the wheel receiving members with a defined pressing force. The distance between the fender edge and the wheel centre (also called the vehicle "height level") represents a relatively easy-to-measure guide variable for the control of the pressing force between the wheels of the vehicle and the respective wheel receiving members.
[0034] The defined distance between the fender edge and the wheel center may be, for example, a structural position "KO" that is predetermined by the vehicle structure. The interactive connection by non-positive locking of the vehicle wheels with the respective wheel receiving members of the vehicle test stand can be performed both with a stationary transport means and with a moving transport means and a moving vehicle test stand, the movement of the transport means in this case meaning that the transport means together with the vehicle (and subsequently the moving vehicle test stand) is moved horizontally forward.
[0035] In an arrangement as claimed in claim 3, the vehicle test stand is constructed such that a wheel receiving member is associated with each wheel or each wheel combination of each axle of the vehicle on each of the two vehicle sides. Furthermore, the positions of the wheel receiving members of the vehicle test stand can be adjusted relative to one another in a horizontal plane to suit the wheelbase of the vehicle intended to be tested.
[0036] This proves to be advantageous when different vehicle types are produced on a production line. Vehicles of a certain vehicle type have the same wheelbase. The wheelbase may differ between the different vehicle types. The wheelbase relates to the distance between the axles of the vehicle in the longitudinal direction of the vehicle.
[0037] Claim 4 relates to an embodiment of the method in which a vehicle test stand is constructed such that a wheel receiving member is associated with each wheel or each wheel combination of exactly one axle of the vehicle on each of the two vehicle sides. Furthermore, in this case the position of the wheel receiving members of the vehicle test stand can be adjusted relative to the vehicle in the longitudinal direction of the vehicle intended to be tested such that the wheel receiving members are associated in turn with the different axles of the vehicle.
[0038] The configuration of the vehicle test stand as a single-axle test stand has the advantage that the test stand has fewer components overall, nevertheless all wheels of the vehicle can be subjected to testing as a result of the corresponding sequential positioning of the wheel bearing members in the longitudinal vehicle direction such that the wheels of the different axles are positioned on the wheel bearing members in sequence. Although the overall test time period is extended for test stands in which all wheels of the vehicle stand simultaneously on the wheel receiving members of the vehicle test stand, in the context of the present invention this extension of the cycle time is subordinate since it is possible to carry out tests while other operations are carried out in parallel during the manufacturing process on the vehicle associated with the transportation means.
[0039] In an embodiment as claimed in claim 5, the positions of the wheel receiving members of the vehicle test stand can be adjusted relative to one another in a horizontal plane to suit the track width of the axles of the vehicle intended to be tested.
[0040] Different vehicle types may have different track widths. This can be compensated within certain limits by the rollers of the wheel receiving members being correspondingly long. This may allow the wheels of the vehicle axles to stand on the respective wheel receiving members even if the vehicle types have different track widths. Advantageously, the vehicle test stand may also be configured such that the lateral spacing of the wheel receiving members can be adjusted relative to one another to suit the track width of the vehicle intended to be tested. The track widths on the vehicle axles may furthermore be different.
[0041] In an embodiment of the method according to claim 6, the vehicle is held securely against vertical position changes. The components of movement of the individual vehicle wheels and the associated wheel bearing members relative to one another in the vertical direction are involved in the lifting movements of the wheel bearing members. The lifting forces of the individual wheel bearing members are adjusted individually. The individual adjustment of the lifting force of the individual wheel bearing members includes that the lifting force of all bearing members is raised with the same lifting force. In this case, the grouping of the wheel bearing members may also be performed in the sense that the wheel bearing members of the axle of the vehicle or the wheel bearing members on the right or left side of the vehicle are raised with the same lifting force in each case. Some examples of this are described below.
[0042] Thus, in a partially mounted vehicle, the weight distribution on the individual axles or individual wheels can be simulated when additional accessories are mounted on or in the vehicle in the further manufacturing process, which may result in different weight loads on the individual wheels of the vehicle depending on their weight and installation location in the vehicle. Thus, the driving behavior of the vehicle in driving mode can advantageously be simulated more completely with regard to pitch and / or roll angles occurring during dynamic driving.
[0043] In order to simulate pitch movements in a vehicle having two axles, the lifting forces of the wheel bearing members of the wheels of one axle of the vehicle are adjusted differently from the lifting forces of the wheel bearing members of the wheels of the other axle of the vehicle. For the simulation of the rolling motion of the vehicle, the lifting forces of the wheel bearing members of the wheels on one axle of the vehicle are adjusted differently from the lifting forces of the wheel bearing members of the wheels of the other axle of the vehicle. As long as the vehicle has an adaptive suspension in which the forces in the suspension for each wheel are changed so that the orientation of the vehicle in the horizontal plane remains constant (the induction variables of the control of the suspension of the vehicle are in this case a pitch angle of 0° and a roll angle of 0°), forces can be introduced into the suspension of the vehicle as a result of changing the lifting forces on the individual wheel bearing members, simulating an (initial) pitch or roll movement of the vehicle. During correct operation, the adjustment of the control variables of the suspension of the vehicle must be such that, by the correct functioning of the adaptive suspension, the initial pitch or roll movement is already recognized and compensated for by adjustment of the control variables. When changing the lifting forces of the wheel bearing members, a functional test of the adaptive suspension can include that the introduced disturbance variables are compensated so that the orientation of the vehicle remains unchanged in the horizontal plane.
[0044] In such adaptive suspensions, the regulatory objective also involves not only keeping the orientation of the vehicle constant in the horizontal plane on a "bumpy road" with the corresponding occurrence of bumps or dips, but also adjusting the elastic forces on the individual wheels so that each wheel is always pressed with an optimal contact force on the ground. Compliance with this regulatory objective can also be verified by having the lifting forces of the individual wheel receiving members adjusted differently in turn with respect to one another. Exemplary embodiments of the invention are illustrated in the drawings. [Brief description of the drawings]
[0045] [Figure 1] FIG. 2 shows a schematic diagram of a vehicle test stand in which the wheel receiving members are provided with lifting devices. [Diagram 2] FIG. 2 shows an embodiment of the vehicle test stand according to FIG. 1 having wheel receiving members in the form of top rollers. [Diagram 3] FIG. 2 shows an embodiment of the vehicle test stand according to FIG. 1 having wheel receiving members in the form of dual rollers. [Figure 4] FIG. 2 shows an embodiment of a vehicle test stand according to FIG. 1, having wheel bearing members in the form of two top rollers for the wheels of the rear axle and two wheel bearing members in the form of dual rollers for the wheels of the front axle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0046] Fig. 1 shows a schematic view of a vehicle test stand 1 in which the wheel receiving member is provided with lifting devices 2, 3, 4, 5. This makes it possible to raise the wheel receiving member in the direction of the vehicle arranged above, depending on the orientation of the vehicle test stand 1 relative to the vehicle in the horizontal direction. In the illustration of Fig. 1, the wheel receiving member itself is not shown. Vehicle test stands with wheel receiving members are shown in Figs. 2-4. In FIG. 1 lifting devices 2 and 3 for the wheels of the rear axle are shown, as well as lifting devices 4 and 5 for the wheels of the front axle.
[0047] The vehicle test stand may be constructed such that the spacing between lifting devices 2 and 4 and between lifting devices 3 and 5 can be adjusted to suit the wheelbase of the vehicle. The spacing between lifting devices 2 and 4 and between lifting devices 3 and 5 are adjusted synchronously. There may also be provision for making it possible to adjust the spacing between lifting devices 2 and 3 and between lifting devices 4 and 5. These spacings can advantageously be adjusted independently of one another. Thus, the vehicle test stand can also be adapted for vehicles with different track widths at the front and rear axles.
[0048] 1 shows a further clamping element 6 which acts as a hold-down member for the vehicle on the vehicle test stand, by means of which the vehicle can be pressed onto the vehicle test stand. Corresponding advantages are described in connection with the appended claims.
[0049] FIG. 2 shows an embodiment of a vehicle test stand according to FIG. Top rollers 201 and 202 for the wheels of the rear axle of the vehicle are associated with drive motors 205 and 206 . Top rollers 203 and 204 for the wheels of the front axle of the vehicle are associated with drive motors, of which only the drive motor 207 of the top roller 204 is numbered.
[0050] The drive motor 207 (and the drive motor of the top roller 203, which has no reference number) not only drives the top rollers 203 and 204 in their circumferential direction, but also serves to adjust the steering angle of the front wheels of the vehicle. For this purpose, these top rollers can be rotated about a vertical axis. In order to stabilize the vehicle on the top rollers, especially during steering movements of the top rollers 203 and 204, starting rollers 208 and 209 are provided at the front wheels of the vehicle.
[0051] Figure 3 shows an embodiment of a vehicle test stand according to Figure 1, with wheel receiving members in the form of dual rollers 301, 302, 303, 304. Associated with each dual roller 301, 302, 303, 304 is a drive unit 305, 306, 307, 308 capable of driving at least one roller of each dual roller. Furthermore, at least the drive units 307 and 208 allow the associated wheel receiving member 303, 304 to rotate about a vertically oriented axis. This again allows steering movements to be simulated. Since the vehicle wheels stand stable within the dual rollers 301, 302, 303, 304, in this case none of the starting rollers 208, 209 from the diagram of FIG. 2 are required.
[0052] FIG. 4 shows an embodiment of a vehicle test stand according to FIG. 1 having wheel receiving members 401, 402, 403, 403, of which two wheel receiving members 401, 402 for the wheels of the rear axle are in the form of top rollers and two wheel receiving members 403, 404 for the wheels of the front axle are in the form of dual rollers. The drive elements 405, 406, 407, 408 can again be seen, with which the rollers of the wheel receiving members 401, 402, 403, 403 can be driven (in the case of dual rollers, at least one of the two rollers can be driven accordingly) . The dual rollers 403 and 404 can again be rotated about a vertical axis to simulate the steering motion of the vehicle.
[0053] FIG. 5 shows a flow chart of the method. In step 501, the vehicle test stand and the vehicle are oriented relative to each other in a horizontal plane. In this case, if applicable, the spacing of the wheel receiving members of the vehicle test stand is further adjusted to the wheelbase of the vehicle intended to be inspected and the track width of the vehicle intended to be inspected. In step 502, the vehicle wheel and the wheel receiving member are brought into non-positive locking interaction. This is performed by vertical movement of the wheel receiving member and the associated wheel. Possible clamping elements are closed. Steps 501 and 502 do not necessarily have to be performed one after the other. The horizontal and vertical movements can also be performed simultaneously. In step 503, functional test, measurement and adjustment operations are performed. After the operations of step 503 are completed, the wheel receiving members of the vehicle test stand are again decoupled from the wheels of the vehicle in step 504. Any clamping elements that may be present are again released. In step 503, all operations already known in relation to other test stands can be performed again.
[0054] These possible checks also include a displacement test of the speed sensors on the wheels of the vehicle. In this case the wheels may be driven by driven rollers of the individual wheel receiving members. This can be performed one after the other. It can thus be determined whether the "correct" speed sensor is providing a signal. To reduce the cycle time of this test, the wheels can be driven at different speeds (for example at 5, 10, 15 and 20 km / h). It can thus be checked whether each individual speed sensor provides the correct measurement.
[0055] Possible tests also include brake valve displacement tests. For this purpose, the rollers of the wheel receiving members can be driven such that the different drive torques for the individual rollers are adjusted to brake the vehicle wheels. It can then be verified whether the vehicle wheels rotate at the expected speed in each case. In this case, the different drive torques of the rollers can be adjusted and distributed such that the yawing moment of the vehicle is minimized. As a result of the clamping device, the vehicle can be fixed to the test stand. In particular, in such tests, the advantage of the invention becomes apparent as a reliable clamping of the vehicle so that it cannot leave the vehicle test stand in an uncontrolled manner.
Claims
1. A method for positioning a vehicle on a vehicle test stand (1), comprising: The vehicle test stand (10) has wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404), a wheel receiving member (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) associated with each wheel or wheel combination of at least one axle of said vehicle on each of the two vehicle sides; Each of the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) has a top roller, a dual roller, or a floating band; the wheels of the vehicle for carrying out the test stand on the respective wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404); the vehicle in the manufacturing process is at least temporarily associated with a means of transport for the vehicle; to position the wheels of each of the vehicles associated with the means of transport on the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) of the vehicle test stand (1), the vehicles associated with the means of transport and the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) of the vehicle test stand (1) are moved (2, 3, 4, 5; 502) with a movement towards each other, the movement having a vertical directional component; The support of the wheels of the vehicle (501) against the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) is performed with a defined pressing force between the wheels of the vehicle and the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) of the vehicle test stand (1), the pressing force being greater than the weight of the vehicle in the manufacturing process that is discharged through each of the wheels. A method characterized by:
2. The wheels of the vehicle (501) are supported on the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) with a defined distance between the fender edge and the wheel center.
2. The method of claim 1.
3. the vehicle test stand is constructed so that a wheel receiving member (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) is associated with each wheel or each wheel combination of each axle of the vehicle on each of the two vehicle sides; The positions of the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) of the vehicle test stand (1) can be adjusted relative to one another in a horizontal plane to suit the wheel base of the vehicle (501) intended to be tested.
3. The method according to claim 1 or 2.
4. the vehicle test stand is constructed so that a wheel receiving member (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) is associated with each wheel or each wheel combination of exactly one axle of the vehicle on each of the two vehicle sides, The positions of the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) of the vehicle test stand (1) can be adjusted relative to the vehicle (501) in the longitudinal direction of the vehicle (501) intended to be tested so that the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) are associated in turn with different axles of the vehicle (501).
3. The method according to claim 1 or 2.
5. The positions of the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) of the vehicle test stand (1) can be adjusted relative to one another in the horizontal plane to fit the track width of the axles of the vehicle (9501) intended to be tested.
3. The method according to claim 1 or 2.
6. the vehicle is held securely against vertical position changes; the components of movement of the individual vehicle wheels and the associated wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) relative to one another in the vertical direction are involved in lifting movements of the wheel receiving members, The lifting force of each of the wheel receiving members (201, 202, 203, 204; 301, 302, 303, 304; 401, 402, 403, 404) is adjusted individually.
3. The method according to claim 1 or 2.