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 comprises: a wheel adapter element 102, which is configured to be connected to the test vehicle; at least one first loading assembly 108 for moving the wheel adapter element 102 in a first, in particular translational direction; a retaining apparatus 150, which is connected to the first loading assembly and configured to fix the first loading assembly in any position, in particular a working position, where the retaining apparatus 150 is controllable independently of the first loading assembly 108.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a device for introducing a force into a test vehicle (vehicle, conveyance, or 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 of 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 a complex load that must withstand 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 in order 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 (for example, test drives). However, in order to simulate the life cycle of a vehicle, it is necessary to test driving operations of several hundred thousand kilometers. 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 several hundred thousand kilometers 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 a running test on an axial and overall vehicle test bench, the real operating loads are tested in order to draw conclusions about the influence of a particular load, especially on the operating strength and vibration behavior of the vehicle.

[0005] With 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 driving.

[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 maneuvers 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 each of the 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, a conveyor belt or roller conveyor is used to simulate the driving motion. Finally, there are test benches having 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 the test such that the forces introduced into the wheel adapter elements can be transmitted directly to the chassis of the test vehicle.

[0008] In the case of known test benches having wheel adapter elements, there is a risk of inadvertently deviating from the working position of the test bench or any other position. On the one hand, this can lead to damage to the test vehicle or the test bench itself. On the other hand, if the test vehicle and the test bench perform uncontrolled movements, the risk of damage increases. 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, which can ensure that unintentional movements of the device and in particular of the wheel adapter elements away from the working position (or any other position) are effectively prevented.

[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 10.

[0011] Accordingly, the present invention is a device for introducing forces into a test vehicle, a wheel adapter element configured to be connected to a test vehicle, at least one first load application assembly for moving the wheel adapter element, particularly in the direction of translation, a holding device connected to the first load application assembly and configured to fix the first load application assembly in any position, particularly in the working position, comprising The holding device is controllable independently of the first load application assembly, with respect to the device.

[0012] The advantages of the device according to the invention are self-evident. For example, with this novel holding device, it can be ensured that the load application assembly and the wheel adapter element connected thereto are only movable when the holding device is released. The holding device is configured separately from the load application assembly, i.e., the holding device is operable independently, so that a pressure drop in the load application assembly does not further affect the fixing of the holding device. That is, the load application assembly and the wheel adapter element continue to remain in the selected parking position, for example, the working position. With this novel device, redundancy regarding the holding of the desired position can be achieved. On the one hand, the load application assembly and the wheel adapter element connected thereto can be maintained in the desired position by the actuator of the load application assembly. When a pressure drop occurs in the actuator of the load application assembly, the holding device can serve as an additional safety device that can independently fix the load application assembly in place.

[0013] According to a further embodiment, the holding device is configured to gradually brake the movement of the first load application assembly until the first load application assembly is stationary at a desired position and fixed by the holding device. By gradually braking the movement of the first load application assembly in this way, the load applied to the chassis of the test vehicle is reduced. In other words, the holding device in this embodiment is not configured as a fixed stopper that immediately stops the movement of the load application assembly. Rather, this holding device gradually reduces the movement of the first load application assembly over a determinable movable range of the load application assembly until the load application assembly comes to a stop at a selected position.

[0014] According to a further embodiment, the holding device includes a disk brake so as to gradually brake the movement of the load application assembly. The disk brake is a particularly stable and well-proven means that slows down mechanical movement and also functions as a temporary stop brake or a fixing device.

[0015] The disk brake can include a brake disk or a brake disk segment attached to the first load application assembly. In other words, the movement of the first load application assembly results in the movement of the brake disk segment relative to a corresponding fixed element of the disk brake, such as a brake shoe. In an alternative embodiment, the disk brake can also include a complete brake disk. The brake disk segment preferably extends over an angle corresponding to the drive angle or the swivel range of the first load application assembly.

[0016] According to a further embodiment, the first load application assembly includes a lever element, particularly a single-armed lever, arranged between the first actuator and the wheel adapter element so as to move the wheel adapter element in a first direction, and the brake disc is fixed to the pivot axis of the lever element. In other words, the lever element of this embodiment not only serves as a mechanical force converter but is also suitable for moving the brake disc or brake disc segment relative to the brake shoe.

[0017] According to a further embodiment, the first load application assembly includes a transmission element, particularly a connecting rod, arranged between the lever element and the wheel adapter element. The transmission element is connected to the wheel adapter element such that the wheel adapter element can move relative to the lever element of the load application assembly with six degrees of freedom so as to simulate all lane loads.

[0018] According to a further embodiment, the device further comprises a second load application assembly for moving the wheel adapter element in a second, particularly translational, direction, the second direction extending substantially orthogonally to the first direction, a third load application assembly for moving the wheel adapter element in a third, particularly translational, direction, the third direction extending substantially orthogonally to the first direction and the second direction, and the transmission element of the first load application assembly is articulated to the transmission element of the second load application assembly and the transmission element of the third load application assembly at a three-joint node.

[0019] According to this embodiment, the wheel adapter element is movable in all three translational movement directions. By connecting the first load application assembly to the second and third load application assemblies via three joint nodes, it is possible to prevent unnecessary movement of the wheel adapter element in all movement directions by means of only one holding device.

[0020] According to a further embodiment, the holding device includes at least one fixing element for actuating the holding device, and the fixing element is connected to the bracket of the holding device by means of at least one elastic cushioning element. For example, the fixing element can be configured as a brake shoe of the brake disc assembly as described above. However, alternatively, the fixing element can also be configured as a pin that can be inserted into a corresponding perforated disc of the load application assembly so as to maintain the load application assembly in a positively locked state at a desired position. Regardless of how the fixing element is formed, a certain elasticity of the holding device is ensured by the elastic cushioning element. In other words, even at the stop position / working position of the load application assembly, temporary movement, i.e., elastic collision, is possible. This embodiment, together with the gradual braking by the brake disc, prevents a sudden stop of the load application assembly. Rather, due to the elastic cushioning element, the movement is completely absorbed by the elastic cushioning element, and the load application assembly can move slightly beyond the selected stop position / working position until it returns to the stop position.

[0021] According to a further embodiment, the fixing element is configured as a friction brake, the holding device includes a brake disc configured to cooperate with the friction brake to fix the first load application assembly, and at least one elastic cushioning element is arranged such that the friction brake is movable relative to the bracket at least in a plane parallel to the brake disc.

[0022] According to a further embodiment, the fixing element includes a brake shoe, and the brake shoe is configured to cooperate with a brake disk so as to fix the first load application assembly. However, as described above, alternatively, it is also possible to provide other fixing elements not based on the principle of the disk brake.

[0023] A further aspect of the present invention is a test bench for simulating the forces and loads generated during driving operation in a test vehicle, the test bench including, for each wheel of the test vehicle, one of the above-described devices.

[0024] The present invention will be described in more detail below based on the embodiments shown in the drawings.

Brief Description of the Drawings

[0025]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0026] FIG. 1 is a perspective view of a device for introducing force into a test vehicle according to an embodiment of the present invention. The device 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 device 100.

[0027] The device 100 can be part of a test bench for simulating the chassis load during running. For example, such a test bench can accommodate four devices as shown in FIG. 1, that is, one device for each wheel of the test vehicle. Hereinafter, only a single device for introducing force will be described based on FIGS. 1 and 2. The functions of the remaining devices for introducing force are similar. Of course, the operations of the actuators in the device 100 of the test bench are synchronized with each other to generate a desired load on the chassis of the test vehicle.

[0028] Although not shown in FIG. 1, when the device 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 as well as the bumper, is connected to the wheel adapter element 102 before the start of the test.

[0029] The device 100 includes a first load application assembly 108 for moving the wheel adapter element 102 in a first translational direction. In the embodiment shown herein, the first direction is a longitudinal direction that extends parallel to the longitudinal axis of the test vehicle during operation.

[0030] The device 100 further includes a second load application assembly 104 for moving the wheel adapter element 102 in a second translational direction. In the embodiment shown herein, the second direction is the vertical direction. Therefore, the second translational direction extends substantially perpendicular to the first direction.

[0031] The third load application assembly 110 of the apparatus 100 for introducing force to 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 the lateral movement direction. The third direction extends substantially perpendicular to the first direction and the second direction. In summary, the first load application assembly 108, the second load application assembly 104, and the third load application assembly 110 ensure that the wheel adapter element 102 is movable in all three translational movement directions.

[0032] The apparatus 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 braking force. The wheel axis A extends particularly parallel to the third direction. In the embodiments shown herein, the wheel axis A extends laterally.

[0033] The apparatus 100 further includes a fifth load application assembly 111 that serves to introduce steering torque to 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.

[0034] Also, by combining the third load application assembly 110 and the fifth load application assembly 111, pitching torque can be introduced to 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 the vertical axis (not shown) and extends parallel to the longitudinal axis of the test vehicle.

[0035] In the embodiments shown in this specification, the first load application assembly 108, the second load application assembly 104, 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 force generated during the test.

[0036] Each of the load application assemblies 104, 106, 108, 110, 111 includes at least one actuator 112, 118, 124, 132, 134 connected to the wheel adapter element 102 via corresponding kinematics. The actuators 112, 118, 124, 132, 134 are all shown as linear drives. They can be configured as hydraulic, electric, or pneumatic linear drives. However, other types of actuators are also conceivable.

[0037] The kinematics of each load application assembly 104, 106, 108, 110, 111 includes at least one lever element that connects the actuator to transmission elements (here having connecting rods) 114, 116, 122, 128, 138, 140. The transmission elements themselves are each connected to the lever of the load application assembly at the first end and to the wheel adapter element at the opposite second end. The transmission elements configured as connectors are used in particular to transmit the movement of the actuator to the wheel adapter element 102.

[0038] The first load application assembly 108 includes a first actuator 118 connected to a transmission element 122 configured as a connecting rod via a lever element 120. The lever element 120 is shown as a single-arm lever pivotable about a pivot axis 152 by a drive rod of the first actuator 118 according to the embodiment shown herein (FIG. 2). The transmission element 122 of the first load application assembly 108 is connected at its first end to a ball joint (joint) of a three-joint node 130. At the opposite second end, the transmission element 122 is articulately connected to the lever element 120.

[0039] In the positions according to FIGS. 1 to 3, the transmission elements 114 of the load application assembly 104, the transmission elements 116 of the load application assembly 106, the transmission elements 122 of the load application assembly 108, the transmission elements 128 of the load application assembly 110, and the transmission elements 138, 140 of the load application assembly 111 are arranged orthogonally to each other. This position is called the working position. In the working position, at least the transmission element 122 of the first load application assembly 108, the transmission element 114 of the second load application assembly 104, and the transmission element 128 of the third load application assembly 110 are arranged orthogonally. The actuators 112, 118, 124 are each supported between their respective end positions (between the fully retracted position and the fully inserted position).

[0040] In contrast, in the rest position (not shown), at least the second load application assembly 104, i.e., the actuator 112 of the load application assembly for introducing vertical movement, is fully inserted. Thus, in the rest position, the wheel adapter element 102 is at its lower limit position. In the rest position, the lever elements 120 and 126, and the associated transmission element 122 of the first load application assembly 108 and the transmission element 128 of the third load application assembly 110 are inclined downward as schematically indicated by the positions 120a and 126a.

[0041] Returning to the working position of the device 100 shown in FIG. 1, the transmission element 120 is arranged perpendicular to all the remaining transmission elements 114, 116, 128, 138, 140. As described above, the first load application assembly 108 is used to input longitudinal movement via a transmission element 122 arranged parallel to the longitudinal direction of the test vehicle.

[0042] Also, the second load application assembly 104 includes an actuator 112. The second actuator 112 is connected to the lever element 113 of the second load application assembly 104 via its drive rod. The lever element 113 is configured as an angle lever in this example. The drive rod of the second actuator 112 is connected at its distal end to the pin joint of the first lever arm of the lever element 113. The second lever arm of the lever element 113 is connected to the second end of the transmission element 114 of the second load application assembly 104 via a pin joint.

[0043] The transmission element 114 of the second load application assembly 104 is arranged between the three-joint node 130 and the lever element 113. In the embodiment shown herein, the transmission element 114 of the second load application assembly is also configured as a coupler. The movement of the first actuator can be transmitted to the three-joint node 130 and the wheel adapter element 102 connected thereto by the transmission element 114 of the second load application assembly 104. The second load application assembly 104 shown in FIG. 1 serves to move the wheel adapter element 102 particularly in the vertical direction.

[0044] The third load application assembly 110 includes a third actuator 124 that is articulately connected to a transmission element 128 via a lever element 126. In the working position of the device 100 as shown in FIGS. 1 and 2, the transmission element 128 is arranged orthogonally to the transmission element 122 of the first load application assembly, the transmission element 114 of the second load application assembly, and the transmission element 116 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.

[0045] 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.

[0046] The sixth actuator 134 is connected to a lever element 137b via a third transmission element. For example, the lever element 137b is configured as an angle lever. The second end of the lever element 137b is connected to a fourth transmission element 140 of the fifth load application assembly. The fourth transmission element 140 of the fifth load application assembly 111 connects the lever element 137b to the outer periphery of the wheel adapter element 102.

[0047] 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. 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, in particular to the opposite lateral faces 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.

[0048] Figures 1 and 2 further show that a three-joint node 130, in which the transmission element 122 of the first load application assembly 108, the transmission element 114 of the second load application assembly 104, and the transmission element 128 of the third load application assembly 110 are connected to each other, is arranged below the wheel element 102. Thus, the three-joint node 130 can be understood as a wheel attachment point of the wheel adapter element 102. By arranging the three-joint node 130 below the wheel adapter element 102, it is possible to simulate particularly realistic driving forces.

[0049] During operation, the above translational and rotational movements can be introduced into the wheel adapter element 102 simultaneously and independently of each other.

[0050] FIG. 2 shows a perspective cross-sectional view of an embodiment of the apparatus 100 shown in FIG. 1. In particular, FIG. 2 shows a cross-section of the first load application assembly 108 and the second load application assembly 104. As described above, the first load application assembly 108 serves to move the wheel adapter element 102 in the longitudinal direction of the test vehicle. For this purpose, the movement of the first actuator 118 is transmitted to the lever element 120. The movement of the lever element 120 is finally transmitted to the wheel adapter element 102 via the transmission element 122 configured as a connecting rod. The lever element 120 is pivotable, in particular, about the pivot axis 152.

[0051] The figure according to FIG. 2 schematically shows three positions 120a, 120b, 120c of the lever element 120. In the first position 120a, the lever element 120 is pivoted clockwise. As described above, the position 120a can be the position of the lever element 120 in the rest position, i.e., the position at the lower limit of the apparatus 100. In the second position 120b, the lever element 120 is in the working position, i.e., the transmission elements 114, 122, 128 are arranged perpendicular to each other. In the third position 120c, the lever element 120 is pivoted counterclockwise. For example, this can be the upper limit position of the apparatus 100 where the actuator 112 of the second load application assembly 104 is fully retracted.

[0052] FIG. 2 schematically shows three positions 126a, 126b, 126c of the lever element 126 of the third load application assembly 110. At the first position 126a, the lever element 126 is rotated counterclockwise, i.e., in the direction towards the wheel adapter element 102. The position 126a can be the position of the lever element 126 when at rest, i.e., the lower limit position of the device 100. At the second position 126b, the lever element 126 is in the working position, i.e., the transmission elements 114, 122, 128 are arranged orthogonal to each other. At the third position 126c, the lever element 126 is rotated clockwise, i.e., in the direction away from the wheel adapter element. This can be the upper limit position of the device 100 where the actuator 124 of the second load application assembly 104 is fully retracted.

[0053] The above-described device 100 and the positions of the associated lever elements 120, 126 are shown only schematically and incompletely. It should be noted that the device is substantially continuously adjustable and can thus take any further position between the positions shown in FIG. 2. The holding device 150 described below can fix the device 100 in any position.

[0054] The pivot axis 152 of the lever element 120 of the first load application assembly 108 is connected to the brake disk segment 154. The brake disk segment 154 is part of a holding device 150 configured to fix the first load application assembly 108 in any position, for example, working positions 120b, 126b. For this purpose, the holding device 150 includes a fixed element 156 configured as a friction brake. The fixed element serves to activate the holding device as soon as the load application assembly is in the desired position. For example, the fixed element 156 can be a brake shoe that selectively contacts / clamps the brake disk segment 154. It should be noted that the holding device can be configured differently. For example, instead of designing the holding device as a disk brake in the sense of the embodiments of FIGS. 1-4, it is conceivable to provide, for example, a perforated plate with pin connectors.

[0055] The holding device 150 (disk brake) described in the embodiment is shown in detail in FIG. 3. In particular, it can be seen from FIG. 3 that the brake disk segment 154 is arranged on the pivot axis 152 of the lever element 120 such that the brake disk segment 154 can come into contact with the brake shoe 156 at any position 120a, 120b, 120c of the lever element 120 and thus at any position of the first load application assembly 108. In other words, a part of the brake disk segment is always positioned between the brake shoes 156. For example, the position of the lever 120 or the brake disk segment 154 shown in FIG. 3 is the first position 120a. It should be noted that the present invention is not limited to one brake disk segment. A brake disk that completely surrounds the pivot axis 152 is also possible.

[0056] Figure 4 is a schematic perspective view of the brake assembly 200. The brake assembly 200 supports and attaches, for example to the anchor 142, a fixed element configured as a friction brake. The brake assembly 200 includes a bracket 212 fixedly connected to the anchor 142 or the bottom plate. The brake assembly further includes a first brake shoe 202 and a second brake shoe 204 configured to selectively contact the brake disk segment 154.

[0057] The brake shoes 202, 204 are movable by drive means 206, 208 in a manner known per se so as to generate a frictional force together with the brake disk segment 154.

[0058] The first brake shoe 202 and the second brake shoe 204 are arranged on a carrier plate 210. The carrier plate 210 is connected to the bracket 212 via elastic damping elements 214, 216, 218, 220. The elastic damping elements 214, 216, 218, 220 enable relative movement between the carrier plate 210 and the bracket 212. Thereby, in particular, the brake shoes 202, 204 configured as friction brakes are movable relative to the bracket 212 in a plane parallel to the brake disk segment 154. Thus, during operation of the friction brake, depending on the direction of rotation of the brake disk segment 154, first elastic deformation of the elastic damping elements 214, 216 or the elastic damping elements 218, 220 occurs. Thus, the elastic damping elements serve to gently absorb the movement of the load application assembly 108. Thereby, in particular, the chassis of the test vehicle under evaluation is protected.

[0059] Also, the holding device configured as a disk brake can be used to gradually decelerate the brake disk segment 154 and thus the first load application assembly 108. That is, the brake shoes 202, 204 can initially transmit only a slight clamping force to the brake disk segment 154, and the clamping force gradually increases until the brake disk segment and thus the first load application assembly 108 reach the desired position. As soon as the desired position of the load application assembly 108 is achieved, the brake shoes 202, 204 can act on the brake disk segment 154 with full force, thereby fixing the load application assembly 108 in the desired position. It should be noted that the operation of the holding device is performed independently of the operation of the load application assembly 108. In particular, to operate the holding device, it is only necessary to operate the drive elements 206, 208. Therefore, according to the present invention, there is no need to further apply pressure to the actuator 118 of the first load application assembly 108 to maintain the desired position (e.g., the working position). Rather, since the load support assembly 108 can be maintained in the desired position only by the holding device 150, damage to the chassis or possible damage can be effectively prevented.

[0060] The present invention is not limited to the embodiments described in the drawings, but rather is obtained from all combinations of features disclosed herein. It should be clearly noted again that the holding device of the present invention is not limited to the disk brake according to the above embodiments. Rather, a fixing element having pins or similar selective stoppers can also be used to frictionally couple the holding device to the load application assembly. Even in such embodiments, it is preferable that an elastic buffer element is provided between the fixing element of the holding device and the corresponding bracket to prevent a sudden stop of the movement of the first load application assembly.

[0061] Only one holding device for the first load application assembly 108 is shown in the embodiment. However, it is also possible to provide a plurality of holding devices for any other load application assembly. In particular, it is conceivable that each of the three translational load application assemblies 104, 108, and 110 includes an individual holding device.

Claims

1. An apparatus (100) for introducing forces into a test vehicle, comprising: a wheel adapter element (102) configured to be connected to a test vehicle; at least one first load application assembly (108) for moving said wheel adapter element (102) in a first, in particular translational, direction; a holding device (150) connected to the first load application assembly, the holding device (150) being configured to fix the first load application assembly in any position, in particular in a working position; Equipped with the retention device (150) is controllable independently of the first load application assembly (108); Apparatus (100).

2. 2. The apparatus (100) of claim 1, wherein the holding device (150) is configured to gradually brake the movement of the first load application assembly (108) until the first load application assembly (108) is stationary in a desired position and secured by the holding device (150).

3. The apparatus (100) of claim 2, wherein the retention device (150) includes a disc brake for gradually braking the movement of the load application assembly (108).

4. The apparatus (100) of claim 3, wherein the disc brake includes a brake disc or brake disc segment (154) attached to the first load application assembly (108).

5. 5. The device (100) according to claim 4, wherein the first load application assembly (108) comprises a lever element (120), in particular a single-arm lever, arranged between a first actuator (118) and the wheel adapter element (102) for moving the wheel adapter element (102) in the first direction, and the brake disc or brake disc segment (154) is fixed to a pivot axis (152) of the lever element (120).

6. 6. The device (100) according to claim 5, wherein the first load application assembly (108) comprises a transmission element (122), in particular a connecting rod, arranged between the lever element (120) and the wheel adapter element.

7. Furthermore, a second load application assembly (104) 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; Equipped with the transfer element (122) of the first load application assembly (108) is articulated to a transfer element (114) of the second load application assembly and a transfer element (128) of the third load application assembly at three joint nodes (130); 7. The apparatus (100) of claim 6.

8. The apparatus (100) according to any one of claims 1 to 7, wherein the holding device (150) includes at least one fixing element (156) for actuating the holding device (150), the fixing element (156) being connected to a bracket of the holding device (150) by at least one elastic cushioning element (214, 216, 218, 220).

9. the fixing element (156) is configured as a friction brake, and the retention device (150) includes a brake disc or brake disc segment (154) configured to cooperate with the friction brake to fix the first load application assembly (108); the at least one elastic cushioning element (214, 216, 218, 220) is arranged such that the friction brake is movable relative to the bracket (212) at least in a plane parallel to the brake disc / brake disc segment (154); 9. The apparatus (100) of claim 8.

10. 10. The apparatus (100) of claim 9, wherein the fixing element (156) includes brake shoes (202, 204) configured to cooperate with the brake disc or the brake disc segment (154) to fix the first load application assembly (108).

11. A test bench for simulating the forces and loads occurring during a driving maneuver on a test vehicle, the test bench comprising one device according to any one of claims 1 to 10 for each wheel of the test vehicle.

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