Apparatus for introducing force into test object

Abstract

To provide an apparatus and test benches for introducing force into a test vehicle.SOLUTION: The present disclosure relates to an apparatus 100 for introducing force into a test vehicle, where the apparatus 100 comprises: a wheel adapter element 102, which is configured to be connected to the test vehicle; a first loading assembly 104, a second loading assembly 108 and a third loading assembly 110 that move the wheel adapter element 102 in three translational degrees of freedom; and a fourth loading assembly 106 for rotating the wheel adapter element 102 about a wheel axis A; where the first loading assembly 104, second loading assembly 108 and third loading assembly 110 are connected to the wheel adapter element 102 via a common three-joint node 130.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a device for introducing a force into a test vehicle (a vehicle, a conveyance, or a moving body), and more particularly, to a device for introducing a force into a test vehicle in order to simulate a force or torque introduced into a motor vehicle or a component of a motor vehicle during a driving operation.

Background Art

[0002] Driving kinematics, driving comfort, and driving safety are core elements in vehicle development. The chassis plays an important role in this regard. The chassis has the roles of supporting the vehicle mass, suspension, vibration and noise attenuation, compensation for external interference variables, transmission of driving torque to the road surface, and support, guidance, steering, and braking of the wheels. In addition to these various roles, the chassis is also exposed to complex loads that must be borne by a plurality of dynamic and adaptive chassis components used. With the increasing demand, continuous development and optimization of chassis components, the body, and add-on parts are required to minimize the influence of road conditions, reduce weight and cost, and at the same time improve durability and safety.

[0003] On the other hand, such an influence on the chassis components can be confirmed by long-term tests (e.g., test drives). However, in order to simulate the life cycle of a vehicle, it is necessary to test driving operations of hundreds of thousands of miles. This requires several months even for continuous test drives. For the reasons described above, a "test bench" is used, and according to the "test bench", the forces and loads generated during actual driving operations can be reproduced as realistically as possible. Such a test bench can simulate the forces and stresses generated over hundreds of thousands of miles within several days / weeks.

[0004] Generally, at the final stage of the quality assurance process related to the operating life, the "test bench" serves to realistically reproduce as much as possible the forces and loads that occur during real-world operation and act on the vehicle under test or on the parts of the vehicle under test. For this purpose, after the running tests on the axial and overall vehicle test benches, the actual operating loads are applied in order to draw conclusions about the influence of certain loads, especially on the operating strength and vibration behavior of the vehicle.

[0005] Thanks to such a test bench, it is possible to conduct research on the chassis system under various driving and road conditions even at an early development stage, without relying on the entire vehicle being ready for running.

[0006] The test bench simulates the loads acting on the chassis, body, and add-on parts during driving operation. The vertical movement due to road unevenness, the forces, torques, and movements generated by vehicle steering are modeled as realistically as possible. Environmental factors such as temperature and corrosion effects can also be simulated in parallel. Dynamic and adaptive chassis components can be synchronously incorporated into the test procedure via the corresponding interfaces of the test bench's electronics.

[0007] Test benches known from the prior art differ, in particular, in the way forces are introduced into the chassis, body, and add-on parts. Test benches of the first category are based on platforms to which one tire of each test vehicle is attached. These platforms are movable in multiple degrees of freedom in order to simulate the loads during road operation. In other test benches, conveyor belts or roller conveyors are used to simulate driving motion. Finally, there are test benches with wheel adapter elements movable in space by means of a plurality of linear drives. The wheel adapter elements serve as a simulation of vehicle wheels used in the real world and are connected to the chassis of the test vehicle during testing such that the forces introduced into the wheel adapter elements can be directly transmitted to the chassis of the test vehicle.

[0008] In the case of test benches with wheel adapter elements known from the prior art, it is possible to simulate substantially all the forces that should be expected in operating operations. However, for example, the simulation of braking torque often makes the design of the test bench complex and expensive. Also, due to its structure, the introduction of rotational forces may prevent the simultaneous introduction of other forces, such as translational forces, into the wheel adapter elements. SUMMARY OF THE INVENTION

[0009] Based on the above situation, the present invention addresses the problem of providing a device for introducing forces into a test vehicle that is as effective and cost-efficient as possible and that can introduce the forces to be simulated as realistically as possible into the wheel adapter elements and, thus, into the chassis, body, and / or add-on parts.

[0010] This problem is solved in particular by the subject matter of independent claim 1. Advantageous further developments of the device according to the invention are specified in dependent claims 2 to 14.

[0011] Accordingly, the present invention relates to an apparatus for introducing forces into a test vehicle, the apparatus comprising: a wheel adapter element configured to be connected to the test vehicle; a first load application assembly for moving the wheel adapter element in a first direction, in particular in the direction of translation; a second load application assembly for moving the wheel adapter element in a second direction, in particular in the direction of translation, the second direction extending substantially orthogonally to the first direction; a third load application assembly for moving the wheel adapter element in a third direction, in particular in the direction of translation, the third direction extending substantially orthogonally to the first and second directions; a fourth load application assembly for rotating the wheel adapter element about a wheel axis extending parallel to the third direction; wherein the first, second and third load application assemblies are connected to the wheel adapter element via a common three-joint node. The invention further relates to an apparatus.

[0012] By introducing torque for translational movement via the three-joint node, forces / movements can be introduced, in particular via a point (simulation of the contact point between the wheel and the road surface), so that the loads applied during road operation can be simulated particularly realistically. At the same time, by means of a separate fourth load application assembly, braking torque can be introduced directly into the test vehicle without influencing the translational force. In this way, in particular realistic operating conditions can be simulated easily.

[0013] According to a further embodiment, the first load application assembly includes a transmission element having a first end connected to the 3-joint node and a second end opposite thereto connected to or connectable to the first actuator. The fourth load application assembly includes a first transmission element arranged particularly parallel to the transmission element of the first load application assembly. As will be detailed below, due to the parallel arrangement of the transmission element of the first load application assembly and the transmission element of the second load application assembly, it is easily achievable that the fourth load application assembly can follow the movements introduced by the first to third load application assemblies without restricting or inhibiting these movements. The fourth load application assembly is particularly operable separately.

[0014] According to a further embodiment, the first transmission element of the fourth load application assembly includes a first end connected to the outer periphery of the wheel adapter element and a second end opposite thereto connected to or connectable to the fourth actuator. By attaching the first transmission element of the fourth load application assembly to the outer periphery of the wheel adapter element, brake torque can be introduced particularly effectively into the wheel adapter element. This can be achieved, for example, by a linear actuator connected to the second end of the transmission element of the fourth load application assembly.

[0015] According to a further embodiment, the transmission element of the first load application assembly and / or the transmission element of the fourth load application assembly is configured as a rod.

[0016] According to a further embodiment, the first load application assembly includes a lever element, particularly an angle lever, arranged between the first actuator and the transmission element of the first load application assembly. The lever element is pivotable about the first axis with the assistance of the first actuator so as to move the wheel adapter element in the first direction.

[0017] According to a further embodiment, the fourth load application assembly includes a first lever element, in particular a two-arm lever, arranged between the fourth actuator of the fourth load application assembly and the first transmission element, and the first lever element is pivotable about a first axis with the assistance of the fourth actuator so as to rotate a wheel adapter element about a wheel axis. By arranging the first lever element of the fourth load application assembly and the lever element of the first load application assembly on the same (first) axis, it is possible to achieve synchronization of the movements of the transmission elements of the first load application assembly and the fourth load application assembly along a first direction. In other words, the transmission elements of the first load application assembly and the fourth load application assembly always move simultaneously in the vertical direction, particularly when the actuator of the first load application assembly operates. In contrast, as will be described in detail below, the operation of the fourth actuator only results in the movement of the transmission element of the fourth load application assembly.

[0018] According to a further embodiment, the lever element of the first load application assembly includes a first lever arm connected or connectable to the first actuator and a second lever arm pivotably connected to a second end of the transmission element of the first load application assembly via a second axis, and the fourth load application assembly includes a second lever element pivotable about the second axis, in particular an angle lever. Thus, the kinematics of the first load application assembly is connected to the kinematics of the second load application assembly at two axes.

[0019] According to a further embodiment, the first lever element of the fourth load application assembly includes a first lever arm connected to or connectable to the fourth actuator, and a second lever arm connected to the first lever arm of the second lever element via a second transmission element. By the above design in which the first lever element and the second lever element of the fourth load application assembly are arranged on the opposite side of the lever element of the first load application assembly, a four-bar linkage mechanism is generated, thereby ensuring that the first transmission element of the fourth load application assembly is always aligned parallel to the transmission element of the first load application assembly.

[0020] According to a further embodiment, the second lever element of the fourth load application assembly includes a second lever arm pivotally connected to the second end of the first transmission element of the fourth load application assembly.

[0021] According to a further embodiment, the transmission element of the first load application assembly is configured such that the longitudinal axis of the transmission element passes through the center point of the wheel adapter element, particularly at the stop position of the device. In other words, the transmission element of the first load application assembly is positioned vertically below the wheel adapter element. Also, during the movement of the wheel adapter element, the transmission element of the first load application assembly is always substantially aligned in the direction of the center point of the wheel adapter element. This simulates a particularly realistic introduction of force to the wheel adapter element.

[0022] According to a further embodiment, the transmission element of the first load application assembly is configured as a single rod. The single rod extends parallel to the first transmission element of the fourth load application assembly, which is preferably also configured as a rod, between the three-joint node and the lever element of the first load application assembly. On the one hand, by configuring the first transmission element as a single rod, it is possible to achieve that the vertical force (the force in the first direction) can be introduced into the wheel adapter element at one point in order to generate a driving simulation that is as realistic as possible. On the other hand, this greatly simplifies the kinematics of the first load application assembly.

[0023] According to a further embodiment, the three-joint node is connected to the lower end region of the wheel adapter element. Thereby, all translational forces can be transmitted to the wheel adapter element simultaneously via a single point, namely the three-joint node. Since the tire always contacts the road surface only at the bottom surface, this corresponds particularly accurately to the actual driving conditions.

[0024] According to a further embodiment, the first load application assembly and the fourth load application assembly are decoupled such that the movement of the wheel adapter element in the first direction is independent of the rotation of the wheel adapter element and vice versa.

[0025] According to a further embodiment, the first load application assembly and the fourth load application assembly each include a separately controllable actuator, particularly a linear actuator. Therefore, at any time, braking torque can be introduced either simultaneously with or separately from the translational movement generated by the first to third load application assemblies. Therefore, the introduction of the braking force is completely independent of the translational movement generated by the first to third load application assemblies.

[0026] The present invention will be described in more detail based on the embodiments shown in the drawings.

Brief Description of the Drawings

[0027]

Figure 1

Figure 2

DETAILED DESCRIPTION OF THE INVENTION

[0028] FIG. 1 is a perspective view of an apparatus for introducing force to a test vehicle according to an embodiment of the present invention. The apparatus 100 serves to move the wheel adapter element 102 with multiple degrees of freedom. In particular, the wheel adapter element 102 is movable with six degrees of freedom by the apparatus 100.

[0029] The apparatus 100 can be part of a test bench for simulating the chassis load during running. For example, such a test bench can accommodate four apparatuses according to FIG. 1, i.e., one apparatus for each wheel of the test vehicle. Hereinafter, only a single apparatus for introducing force will be described based on FIGS. 1 and 2. The functions of the remaining apparatuses for introducing force are similar. Of course, the operations of the actuators in the apparatus 100 of the test bench are synchronized with each other to generate a desired load on the chassis of the test vehicle.

[0030] Although not shown in FIG. 1, when the apparatus 100 is used, the test vehicle is connected to the wheel adapter element 102. In particular, the chassis, such as the front axle or the rear axle, is connected to the wheel adapter element 102 before the start of the test.

[0031] The apparatus 100 includes a first load application assembly 104 for moving the wheel adapter element 102 in a first translational direction. In the embodiment shown herein, the first direction is the vertical direction.

[0032] The device 100 further includes a second load application assembly 108 for moving the wheel adapter element 102 in a second translational direction. In the embodiments shown herein, the second direction is a longitudinal direction that extends parallel to the longitudinal axis of the test vehicle during operation. Thus, the second translational direction extends substantially perpendicular to the first direction.

[0033] A third load application assembly 110 of the device 100 for introducing a force into the test vehicle is used to move the wheel adapter element 102 in a third translational direction. In the embodiments shown herein, the third direction is a lateral movement direction. The third direction extends substantially perpendicular to the first direction and the second direction. In summary, the first load application assembly 104, the second load application assembly 108, and the third load application assembly 110 ensure that the wheel adapter element 102 is movable in all three translational movement directions.

[0034] The device 100 includes a fourth load application assembly for rotating the wheel adapter element 102. In particular, the fourth load application assembly 106 can be used to rotate the wheel adapter element about the wheel axis A, thereby simulating the brake torque. The wheel axis A extends particularly parallel to the third direction. In the embodiments shown herein, the wheel axis A extends laterally.

[0035] The device 100 further includes a fifth load application assembly 111 that serves to introduce a steering torque into the wheel adapter element 102. The steering torque is the rotation of the wheel adapter element 102 about a vertical axis (not shown) that passes through the center point of the wheel adapter element 102 and intersects the wheel axis A perpendicularly.

[0036] Also, by combining the third load application assembly 110 and the fifth load application assembly 111, pitching torque is introduced into the wheel adapter element 102. The pitching torque is the rotation of the wheel adapter element 102 about a horizontal axis that extends perpendicular to the wheel axis A and a vertical axis (not shown) and parallel to the longitudinal axis of the test vehicle.

[0037] In the embodiments shown herein, the first load application assembly 104, the second load application assembly 108, and the fourth load application assembly 106 are attached to the first anchor 142. The third load application assembly 110 and the fifth load application assembly 111 are attached to the second anchor 144. For example, the anchors 142, 144 can be attached to the bottom plate to release the reaction forces generated during testing.

[0038] FIG. 2 is a front view of the apparatus 100 shown in FIG. 1, and the anchors 142, 144 are not shown for clarity. In particular, FIG. 2 shows that the first load application assembly 104 includes a first actuator 112, particularly a linear drive. For example, the first actuator 112 can be configured as a hydraulic, electric, or pneumatic linear drive.

[0039] The first actuator 112 includes a drive rod 150 connected to a lever element 152 of the first load application assembly 104. In particular, the drive rod 150 is articulately connected to the lever element 152 via a connecting rod 151. In this example, the lever element 152 is configured as an angle lever. The lever element 152 is pivotable about a first axis 154. The drive rod 150 is connected at its distal end to a pin joint (joint) 156 of a first lever arm of the lever element 152. A second lever arm of the lever element 152 is connected via a pin joint to a second end of a transmission element 114 of the first load application assembly 104. The pin joint between the second lever arm of the lever element 152 and the transmission element 114 includes a second pivot axis 158.

[0040] The transmission element 114 is arranged particularly between the three-joint node 130 and the second lever arm of the lever element 152. In the embodiment shown herein, the transmission element 114 is configured as a rod. The transmission element 114 is articulated at its first end to the three-joint node 130. In particular, the transmission element 114 can be connected at the three-joint node 130 to each of the transmission element 122 of the second load application assembly 108 and the transmission element 128 of the third load application assembly 110 via ball joints. The second end of the transmission element 114 on the opposite side is articulated to the lever element 152 via, for example, a pivot axis 158. In this way, the movement of the first actuator 112 with respect to the transmission element 114 of the first load application assembly 104 via the lever element 152 can be transmitted to the three-node joint (three-node joint) 130 and the wheel adapter element 102 connected thereto, as will be further described below.

[0041] FIG. 2 further shows an exemplary design of the fourth load application assembly 106. The fourth load application assembly 106 includes a fourth actuator 160. The fourth actuator 160 is connected to the first lever element 164 of the fourth load application assembly 106 via a drive rod 162. In particular, the distal end of the drive rod 162 is connected to the first arm of the first lever element 164 via a pivot joint 166. Similarly, the first lever element 164 is pivotally arranged about a first axis 154. In other words, the first axis 154 is a common axis of the lever element 152 of the first load application assembly 104 and the first lever element 164 of the fourth load application assembly 106.

[0042] The second lever arm of the first lever element 164 of the fourth load application assembly 106 configured as a two-armed lever is articulated to a transmission element 168. The transmission element 168 connects the second lever arm of the first lever element 164 to the first lever arm of the second lever element 170 of the fourth load application assembly 106. The transmission element 168 is pivotally connected to the second lever element 170, in particular via a pivot joint 172. The second lever element 170 is pivotable about a second axis 158.

[0043] The second lever arm of the second lever element 170, configured as an angle lever, is connected to the second end of the transmission element 116. In the embodiment shown herein, the transmission element 116 of the fourth load application assembly 106 is aligned parallel to the transmission element 114 of the first load application assembly 104. However, in other embodiments (not shown), the transmission element of the fourth load application assembly can also be aligned obliquely with respect to the transmission element of the first load application assembly.

[0044] The first end of the transmission element 116 is connected to a spherical bearing 176. The spherical bearing 176 is connected to the outer periphery of the wheel adapter element 102 via a bridge element 178. In other words, the transmission element 116 of the fourth load application assembly 106 is articulated to the outer periphery of the wheel adapter element 102 via its first end.

[0045] The four-bar linkage is formed by two common axes 154, 158 and pin joints 156, 172, whereby when the transmission element 114 of the first load application assembly 104 is moved in the first direction (vertically) via the lever element 152, it is ensured that the second lever element 170 of the fourth load application assembly 106 maintains its orientation as shown in FIG. 2. In other words, the transmission element 116 of the fourth load application assembly moves with the first operating element 114 of the first load application assembly upon actuation of the first actuator 112. Thus, during operation of the first load application assembly, there is no relative movement between the operating element 114 of the first load application assembly 104 and the first operating element 116 of the second load application assembly 106.

[0046] The figure according to FIG. 2 further shows an exemplary design of the second load application assembly 108. The second load application assembly 108 includes a second actuator 118 connected to a transmission element 122 via a lever element 120. The lever element 120 is shown as a single-armed lever pivotable by the drive rod of the second actuator 118 according to the embodiments shown herein. The transmission element 122 of the second load application assembly 108 is connected at its first end to the ball joint of a three-joint node 130. At the opposite second end, the transmission element 122 is articulated to the lever element 120.

[0047] In the initial or stop position of the device 100 shown herein, the transmission element 122 is aligned perpendicular to the transmission element 114 of the first load application assembly and the transmission element 116 of the fourth load application assembly, respectively. As described above, the second load application assembly 108 is used to input longitudinal movement via a transmission element 122 aligned parallel to the longitudinal direction of the test vehicle. The transmission element 122 is also configured as a transmission rod (linking rod).

[0048] Returning to FIG. 1, it should be noted that the third load application assembly 110 has substantially the same design as the second load application assembly. However, the third load application assembly 110 is arranged at an angle of 90 degrees with respect to the second load application assembly 108.

[0049] The third load application assembly 110 includes a third actuator 124 articulated to a transmission element 128 via a lever element 126. At the stop position of the device 100 as shown in FIGS. 1 and 2, the transmission element 128 is arranged orthogonally to the transmission element 114 of the first load application assembly, the transmission element 116 of the second load application assembly, and the transmission element 122 of the fourth load application assembly. Also, the transmission element 128 of the third load application assembly 110 is connected to the ball joint of a three-node joint 130 at the first end. At the opposite second end, the transmission element 128 is connected to the lever element 126. The lever element 126 is also configured as a single-arm lever in the embodiments shown herein.

[0050] Finally, FIGS. 1 and 2 also show a fifth load application assembly 111. The fifth load application assembly 111 includes a fifth actuator 132 and a sixth actuator 134. The fifth actuator 132 is connected to a lever element 137a via a transmission element 136a. For example, the lever element 137a is configured as an angle lever. The second end of the lever element 137a is connected to a second transmission element 138. The second transmission element 138 of the fifth load application assembly 111 connects the lever element 137a to the outer periphery of the wheel adapter element 102.

[0051] The sixth actuator 134 is connected to the lever element 137b via the third transmission element 136b. For example, the lever element 137b is configured as an angle lever. The second end of the lever element 137b is connected to the fourth transmission element 140 of the fifth load application assembly. The second transmission element 140 of the fifth load application assembly 111 connects the lever element 137a to the outer periphery of the wheel adapter element 102.

[0052] In the embodiment shown here, the second transmission element 138 and the fourth transmission element 140 of the fifth load application assembly 111 extend parallel to each other and parallel to the wheel axis A of the wheel adapter element 102. Alternatively, it is also conceivable to align the second transmission element 138 and the fourth transmission element 140 of the fifth load application assembly 111 obliquely to each other. The two transmission elements 138, 140 are rod-shaped. The two transmission elements 138, 140 are each connected to the outer periphery of the wheel adapter element 102, particularly to the opposite lateral surfaces of the wheel adapter element 102. Thus, by the operation on both sides of the fifth actuator 132 and the sixth actuator 134 of the fifth load application assembly 111, a steering torque, i.e., a rotation about the vertical axis of the wheel adapter element 102, can be introduced into the wheel adapter element 102.

[0053] FIGS. 1 and 2 further show that a three-joint node 130, where the transmission element 114 of the first load application assembly 104, the transmission element 122 of the second load application assembly 108, and the transmission element 128 of the third load application assembly 110 are connected to each other, is disposed below the wheel element 102. Thus, the three-joint node 130 can be understood as the wheel attachment point of the wheel adapter element 102. By disposing the three-joint node 130 below the wheel adapter element 102, it is possible to simulate particularly realistic running forces.

[0054] During operation, the above translational and rotational motions can be introduced simultaneously and independently of each other into the wheel adapter element 102. The motion in the vertical direction (first direction) generated by the first load application assembly 104 and the rotation of the wheel element 102 about the wheel axis A with the assistance of the fourth load application assembly 106 will be described in more detail below.

[0055] By operating the first actuator 112, vertical movement of the transmission element 114 and correspondingly of the wheel adapter element 102 can be achieved. In particular, by pulling back the drive rod 150, a counterclockwise (as shown in FIG. 2) swiveling of the lever element 152 about the first axis 154 is achieved. Thus, the transmission element 114 of the first load application assembly 104 is moved in the direction of the wheel adapter element 102 (i.e., upward). This vertical movement is transmitted to the wheel adapter element 102 via the three-joint node.

[0056] Simultaneously with the vertical movement of the transmission element 114, an exemplary transmission element 116 of the fourth load application assembly 106 arranged parallel thereto is also moved upward. This is so because, in particular, the second lever element 170 of the fourth load application assembly 106 is pivotably arranged at the second axis 158, i.e., at the pin joint of the transmission element 114 of the first load application assembly 104. That is, when the lever element 152 of the first load application assembly 104 is moved, the second lever element 170 is also swiveled counterclockwise. However, by means of the above-described four-bar linkage mechanism, it is ensured that the second lever element 170 is held in the orientation shown in FIG. 2 during the swiveling of the first lever element 152 of the first load application assembly 104. In other words, by the superimposed kinematics between the first load application assembly 104 and the fourth load application assembly 106, it is ensured that the movements of the transmission elements 114, 116 are synchronized with each other when the first load application assembly 104 is actuated. There is no relative movement between the transmission elements 114, 116 with respect to each other unless the fourth actuator 160 of the fourth load application assembly 106 is actuated.

[0057] By the operation of the fourth actuator 160 of the fourth load application assembly 106, the second lever element 170 of the fourth load application assembly 106 is pivoted with respect to the lever element 152 of the first load application assembly 104. As a result, there is also relative movement of the transmission element 116 of the fourth load application assembly 106 with respect to the transmission element 114 of the first load application assembly 104.

[0058] Specifically, by pulling back the drive rod 162 of the fourth actuator 160, rotation of the wheel adapter element 102 about the wheel axis A in the clockwise direction in FIG. 2 can be achieved. To do this, the first lever element 164 is first pivoted clockwise about the first axis 154 by the drive rod 162. The second transmission element 168 of the fourth load application assembly 106 transmits this movement to the second lever element 170, so that the second lever element 170 is similarly pivoted clockwise with respect to the second axis 158 and thus with respect to the lever element 152 of the first load application assembly 104 as shown in FIG. 2. As a result of the second lever element 170 pivoting clockwise in FIG. 2, the first transmission element 116 of the fourth load application assembly is displaced with respect to the transmission element 114 of the first load application assembly 104. In this case, in particular, the transmission element 116 is pulled downward in the figure shown in FIG. 2 and transmits torque to the wheel adapter element 102, in particular via the bridge element 178. The torque thus produced causes rotation of the wheel adapter element 102 in the clockwise direction in FIG. 2. Such rotation serves to simulate the braking force / braking movement of the vehicle.

[0059] On the one hand, the movements of the first load application assembly 104 and the fourth load application assembly 106 are synchronized with respect to the vertical movement in the first direction. However, on the other hand, in order to introduce braking torque, the movement of the fourth load application assembly 160 is decoupled from the first load application assembly 104. In particular, by operating the fourth actuator 160, relative movement is possible between the transmission element 114 of the first load application assembly 104 and the 116 of the second load application assembly 106 in order to introduce braking torque into the wheel adapter element 102 without requiring simultaneous vertical movement.

[0060] The present invention is not limited to the embodiments shown in the figures, but rather results from all combinations of features disclosed herein.

Claims

1. An apparatus (100) for introducing forces into a test vehicle, said apparatus (100) comprising: a wheel adapter element (102) configured to be connected to a test vehicle; a first load application assembly (104) for moving said wheel adapter element (102) in a first, in particular translational, direction; a second load application assembly (108) for moving the wheel adapter element (102) in a second, in particular translational, direction, said second direction extending substantially perpendicular to said first direction; a third load application assembly (110) for moving the wheel adapter element (102) in a third, in particular translational, direction, said third direction extending substantially perpendicular to said first direction and said second direction; a fourth load application assembly (106) for rotating the wheel adapter element (102) about a wheel axis (A) extending parallel to the third direction; Equipped with the first load application assembly (104), the second load application assembly (108), and the third load application assembly (110) are connected to the wheel adapter element (102) via a common three-joint node (130). Apparatus (100).

2. the first load application assembly (104) includes a transfer element (114) including a first end connected to the three joint nodes (130) and an opposing second end connected or connectable to a first actuator (112); the fourth load application assembly (106) includes a first transfer element (116) arranged in particular parallel to the transfer element (114) of the first load application assembly (104); The apparatus (100) of claim 1.

3. The apparatus (100) of claim 2, wherein the transfer element (114) of the first load application assembly (104) comprises at least one rod.

4. 4. The apparatus (100) of claim 2 or 3, wherein the first transmission element (116) of the fourth load application assembly (106) includes a first end connected to an outer periphery of the wheel adapter element (102) and an opposite second end connected or connectable to a fourth actuator (160).

5. The apparatus (100) of any one of claims 2 to 4, wherein the transmission element (114) of the first load application assembly (106) and / or the transmission element (116) of the fourth load application assembly (106) are configured as rods.

6. The device (100) according to any one of claims 1 to 5, wherein the first load application assembly (104) comprises a lever element (152), in particular an angle lever, arranged between the first actuator (112) and the transmission element (114) of the first load application assembly (104), the lever element (152) being pivotable about a first axis (154) with the assistance of the first actuator (112) in order to move the wheel adapter element (102) in the first direction.

7. 7. The device (100) of claim 6, wherein the fourth load application assembly (106) comprises a first lever element (164), in particular a two-arm lever, arranged between the fourth actuator (160) and the first transmission element (116) of the fourth load application assembly (106), the first lever element (164) being swivellable about the first axis (154) with the assistance of the fourth actuator (160) to rotate the wheel adapter element (102) about the wheel axis (A).

8. the lever element (152) of the first load application assembly (104) includes a first lever arm connected or connectable to the first actuator (112) and a second lever arm pivotally connected to the second end of the transfer element (114) of the first load application assembly (104) via a second axis (158); the fourth load application assembly (106) includes a second lever element (170), in particular an angle lever, pivotable about the second axis (158); 8. The apparatus (100) of claim 7.

9. 9. The apparatus (100) of claim 8, wherein the first lever element (164) of the fourth load application assembly (106) includes a first lever arm connected or connectable to the fourth actuator (160) and a second lever arm connected to a first lever arm of the second lever element (170) via a second transmission element (168).

10. 10. The apparatus (100) of claim 9, wherein the second lever element (170) of the fourth load application assembly (106) includes a second lever arm pivotally connected to the second end of the first transmission element (116) of the fourth load application assembly (106).

11. The apparatus (100) of any one of claims 2 to 10, wherein the transfer element (114) of the first load application assembly (104) is configured such that a longitudinal axis of the transfer element (114) passes through a center point of the wheel adapter element (102).

12. The device (100) according to any one of the preceding claims, wherein said three-joint node (130) is connected to a lower end region of said wheel adapter element (102).

13. The apparatus (100) of any one of claims 1 to 12, wherein the first load application assembly (104) and the fourth load application assembly (106) are decoupled such that movement of the wheel adapter element (102) in the first direction is independent of rotation of the wheel adapter element (102), and vice versa.

14. The apparatus (100) according to any one of the preceding claims, wherein the first load application assembly (106) and the fourth load application assembly (106) each comprise an independently controllable actuator (112, 160), in particular a linear actuator.

15. A test bench for simulating the forces and loads occurring during a driving maneuver on a test vehicle, the test bench comprising, for one wheel of the test vehicle, a device according to any one of the preceding claims.

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