Motorcycle Test Stand

Abstract

To provide a bankable full vehicle test stand that allows for more realistic imitation of driving conditions encountered during operation. In a vehicle test stand (1) for performing a test procedure using the entire vehicle (5), a steering force module (2) connectable to a steering system (7) of the entire vehicle (5) is provided in the vehicle test stand (1), and a steering angle α of the steering system (7) during the test procedure is controlled. M A steering angle detection unit 20 is provided for detecting the position α of the driver 8 relative to the entire vehicle 5 during the test. L A detection unit 4 is provided for detecting the steering force Q applied by the driver 8 acting on the steering system 7. L Steering reaction force Q against A In order to calculate the steering angle α M and the position α of the driver 8 L In the simulation model 9, a simulation unit 6 is provided, and the steering force module 2 is configured to use the steering reaction force Q A to the steering system 7.

Description

[Technical field]

[0001] The present invention relates to a vehicle test bench and a method for performing test runs with a whole bankable vehicle. For example, it is possible to simulate vehicle dynamics in a virtual environment including a road model and a traffic model in order to test driver assistance systems and autonomous functions of the whole vehicle prepared for travel, such as anti-lock braking system, cruise control, airbag system, lane keeping assist, stabilization system, etc. For this purpose, sensors (ultrasonic sensors, cameras, radar, GPS tracking devices, lidar, etc.) built into the vehicle and communication devices or communication protocols integrated in the vehicle, both between cars (Car-to-Car, C2C), between infrastructure and cars (Infrastructure-to-Car, I2C), or between cars and everything (Vehicle-to-Everything, V2x), are connected to the simulation platform and emulated or simulated. [Background technology]

[0002] In addition, it is desirable to operate the entire vehicle in the same energy state as in the real driving test. This makes it possible to integrate safety-critical driving maneuvers under reproducible conditions including human interaction into the simulation. The entire vehicle or parts of it, for example the powertrain and / or steering system, are mounted and operated as real hardware on a vehicle test stand. In the vehicle test stand, forces, torques, etc. calculated in the simulation are then applied to the entire vehicle by means of suitable actuators, so that the entire vehicle, which is appropriately fixedly positioned on the vehicle test stand, is subjected to the same driving conditions as the virtual entire vehicle in the simulation. For this purpose, it is therefore necessary to apply forces and / or torques to the entire vehicle, in particular to the steering system and the powertrain, on the vehicle test stand.

[0003] In bankable vehicles as a whole, such as motorcycles, scooters or mopeds and electric bicycles, the driver's behavior during the driving maneuver has a large influence on the driving behavior of the bankable vehicle as a whole. However, this may also be true in other versions of the vehicle as a whole with more than two wheels, such as three-wheeled versions of motorcycles with sidecars or scooters such as the type of the Piaggio MP3 series. Thus, by the term "bankable vehicle as a whole", the present invention includes all two-wheeled, three-wheeled or possibly multi-wheeled vehicles that are inherently tilted in the driving maneuver. The vehicle can be controlled accordingly via the driver's weight shift.

[0004] For example, the driver's body shape and weight have an influence on the mass distribution in the vehicle frame and steering system during the entire journey. Depending on the bankable vehicle as a whole and the driver, this can then lead to swaying, rocking or steering shocks depending on the speed and the road surface. When steering the bankable vehicle as a whole, especially in curves, the driver's steering technique plays a decisive role. A rough distinction can be made between the lean-with, lean-out and lean-in steering techniques. In lean-with, the motorcycle (as an example for the bankable vehicle as a whole) leans towards the curve and the driver moves together in the same position relative to the axis of the steering system. In lean-out, the motorcycle leans further towards the driver, who is therefore in an upright position relative to the axis of the steering system. In lean-in, the opposite is true, i.e. the driver is in a position closer to the road surface, more inclined relative to the axis of the steering system.

[0005] Various steering techniques have an effect on the lateral forces acting on the entire bankable vehicle and thus on the stability during driving, so that a realistic simulation on a vehicle test stand can be performed only by observing the driver's position relative to the entire vehicle.

[0006] Patent document 1 describes a vehicle test stand with different actuators in a roller test stand and a power train test stand as well as a vehicle test stand for lateral forces in the entire vehicle. The effect of the driver's behavior on the lateral forces in the entire vehicle is not disclosed.

[0007] US Pat. No. 5,399,433 discloses an improved vehicle test stand for motorcycles, but only actuators for the powertrain are disclosed and measurement of possible lateral forces is not possible.

[0008] US Pat. No. 5,399,633 describes a motorcycle simulation system for entertainment purposes, in which the wheels are supported on rollers and a mechanical support device allows the motorcycle to bank.

[0009] Driving simulation for training and entertainment purposes is well known in the prior art, however such simulation systems cannot be used for development because of the lack of many of the necessary instruments, measurement sensors and load actuators. [Prior art documents] [Patent documents]

[0010] [Patent Document 1] International Publication No. 2018 / 046609 [Patent Document 2] International Publication No. 2018 / 170523 [Patent Document 3] European Patent No. 2915155 Summary of the Invention [Problem to be solved by the invention]

[0011] SUMMARY OF THE DISCLOSURE It is therefore an object of the present invention to provide a vehicle test stand for entire bankable vehicles, which allows a more realistic imitation of the driving conditions occurring during operation. [Means for solving the problem]

[0012] The problem is solved by providing a vehicle test stand with a steering force module connectable to the steering system of the entire bankable vehicle, a steering angle detection unit for detecting the steering angle of the steering system during the test process, a detection unit for detecting the position of the driver relative to the entire bankable vehicle during the test process, a simulation unit configured to use the steering angle and the position of the driver in a simulation model to calculate a steering reaction force acting on the steering system and counteracting the steering force applied by the driver, and the steering force module configured to apply a steering reaction force to the steering system.

[0013] This is advantageous because the steering angle is measured during the test and the position of the driver is detected via the detection unit during the test. Thus, the steering force is transmitted to the steering force module via the simulation unit and a realistic load of the motorcycle can be obtained via the actuator even in various steering techniques. On the one hand, the driver is subjected to a dynamic return force by the steering reaction force as in real driving. On the other hand, stability problems of the entire bankable vehicle on the vehicle test bed can be recognized and corrected early in a safer environment for the driver. Various driving assistance systems in dangerous situations can then also be tested realistically on the vehicle test bed.

[0014] In a preferred embodiment, the height axis of the entire bankable vehicle can be in the same, preferably vertical, test position during the entire test procedure, which is advantageous because no pneumatic or mechanical actuators are used to move the entire bankable vehicle to the tilt position, which allows the necessary instruments, measurement sensors and load actuators to be easily installed on the vehicle test stand.

[0015] In another preferred embodiment, it is possible to provide a load unit for driving and / or loading the entire bankable vehicle, in particular to apply torque to the components of the power train of the entire bankable vehicle. Thus, the power train of the entire bankable vehicle can also be tested during the test run. This can be done, for example, only on the front or rear wheels. However, it is also possible to provide load units on all wheels, i.e. on the front and rear wheels, or on multiple wheels in the case of an entire multi-wheeled vehicle that behaves like an entire bankable vehicle.

[0016] In another preferred embodiment, the load unit can have at least one roller, and the rear or front wheels of the entire bankable vehicle can be placed on the roller. It is also possible to provide one roller per wheel, which can be advantageous in an all-wheel drive where there are multiple drive wheels.

[0017] In another preferred embodiment, the steering angle detection unit can be arranged in the steering force module. Therefore, the construction of the equipment on the test stand can be minimized. Furthermore, the influence of the steering reaction force on the steering angle can be measured directly in one unit.

[0018] In another preferred embodiment, a test run unit can be provided that is configured to execute a predefined reference maneuver on a vehicle test stand during a test run. Thus, the data recorded by the test vehicle during a real run can be used on the vehicle test stand. Thus, a realistic driving maneuver can be set for the test driver on the test stand. It is possible to set an open-loop or closed-loop operation. In the open-loop operation, the driver follows the assigned reference maneuver as accurately as possible. In the closed-loop operation, for example, the driver's interaction with other (virtual) traffic participants that corresponds to the situation is set.

[0019] In another preferred embodiment, the test proceeding unit can be configured to set the stored data to the surroundings model, and surrounding conditions are simulated during the test proceeding. Thus, weather, terrain, road characteristics and / or virtual other traffic participants can be set on the vehicle test stand, and can be set on the driver or the entire bankable vehicle via the simulation model. This allows simulation of dangerous situations, such as tire slippage or locking, to be simulated on the vehicle test stand.

[0020] In another preferred embodiment, the vehicle test stand can be equipped with a visualization unit to generate a virtual driving environment during the test process. This allows the test driver to also perceive visual attraction during the test process. Therefore, it is also possible to model the reference maneuver via the visualization unit. For example, the actual recorded driving can be displayed to the driver, so that the driver can adjust his position in the vehicle to the actual driving, which is particularly advantageous when driving around curves.

[0021] In another preferred embodiment, the simulation model comprises a multibody model, preferably comprising a vehicle model and a driver model. Thus, the simulation model can simulate forces and moments acting on the driver and / or the entire bankable vehicle. Thus, the simulation model can be used to test the load limits of the driver and / or the entire vehicle without risking the test driver and / or the entire vehicle.

[0022] In another preferred embodiment, the vehicle test stand can comprise a brake pressure measuring unit configured to measure the brake pressure in the brake installation of the entire vehicle, and the simulation unit and / or the test proceeding unit is configured to use the detected brake pressure to determine the virtual brake moment. This is advantageous, since the brake pressure can be emulated and / or measured even at unloaded or stationary wheels. This allows for testing assistance systems, such as anti-lock systems (ABS), which require brake pressure, on the vehicle test stand as well.

[0023] In another preferred embodiment, the vehicle test stand can be equipped with a rotation speed signal unit, which is designed to emulate wheel rotation signals at unloaded front or rear wheels or at stationary front or rear wheels. Thus, it is possible to emulate rotation signals at unloaded or stationary wheels at the vehicle test stand. This is advantageous, since this also makes it possible to test assistance systems that require rotation signals at all wheels.

[0024] In another preferred embodiment, the simulation unit can be configured to set the target steering reaction force to the force controller, and the force controller is further configured to determine the steering reaction force value control amount. Thus, it is possible to perform precise control of the target value of the simulation unit. This makes it possible to achieve even more realistic modeling of the driving of the entire bankable vehicle.

[0025] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail, by way of example, schematic and non-limiting example, with reference to FIGS. 1 to 3 which show advantageous embodiments of the present invention. [Brief description of the drawings]

[0026] [Figure 1]FIG. 1 shows a vehicle test stand according to the invention for a whole bankable vehicle. [Diagram 2] 1 shows an advantageous embodiment of a vehicle test stand according to the invention; [Diagram 3] FIG. 2 shows an advantageous embodiment of a signal transmission in a vehicle test stand. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] In FIG. 1, a vehicle test stand 1 is shown with a bankable complete vehicle 5. The bankable complete vehicle 5 can be a motorcycle, a moped, a motorbike (motor-assisted bicycle) or a bicycle (such as an electric bicycle) and often has two wheels. However, a bankable complete vehicle 5 with more than two wheels is also conceivable, which can be brought into a tilt position during driving and thus essentially behaves like a bankable complete vehicle 5 with two wheels. The vehicle test stand 1 can be configured for all drive configurations of the bankable complete vehicle 5. Thus, a bankable complete vehicle 5 with an internal combustion engine, an electric motor or other drive configuration can be tested on the vehicle test stand. Naturally, the vehicle test stand 1 has the necessary analysis equipment and sensor(s) depending on the configuration of the bankable complete vehicle 5 in order to carry out all necessary measurements during the test process, such as, for example, power (performance) measurements, consumption measurements, exhaust gas measurements or drivability measurements.

[0028] The bankable vehicle 5 comprises a steering system 7, which, as known, may comprise a steering section 71 and a front wheel 70. The steering system 7 comprises the usual components of the steering section 71 of the bankable vehicle 5, well known to the person skilled in the art. What is characteristic is that the front wheel 70 is steerably arranged with respect to the frame of the bankable vehicle 5, for example via at least one handlebar tube. The front wheel 70 itself may be coupled to the steering section 71 via a fork.

[0029] The vehicle test stand 1 is further provided with a steering force module 2, to which the steering system 7 of the bankable vehicle overall 5 can be connected. The steering force module 2 comprises at least one suitable actuator, by means of which a force can be applied to the steering system 7. The steering force module 2 can comprise, for example, a body part which can be arranged on the vehicle test stand 1 and an actuator element which is movable relative to the body part and acts on the steering system 7. The steering force module 2 can be preferably suitably positioned on the vehicle test stand 1, so that various bankable vehicle overalls 5 of different sizes can be fixed to the steering force module 2. After positioning the steering force module 2, the body part of the steering module 2 can be fixedly restrained on the vehicle test stand 1. However, the body part of the steering force module 2 can of course also be arranged on the vehicle test stand 1 in a fixed manner, i.e. immovable.

[0030] The front wheels 70 can themselves be fixed to the steering force module 2, for example to a movable actuator element, or the steering section 71 can be fixed to the steering force module 2, in particular to a movable actuator element, without the front wheels 70. For example, for this purpose the steering force module 2 can be coupled to the fork of the steering section 71 of the entire bankable vehicle 5. It is also possible to arrange the power electronics on or in the steering force module 2 in order to appropriately supply power to the steering force module 2. It is also possible to arrange the power electronics in a separate unit, for example for the entire vehicle test bench 1.

[0031] Furthermore, according to the invention, a steering angle detection unit 20 is provided on the vehicle test stand 1. The steering angle detection unit 20 detects the steering angle α M Here, the steering angle α M can be understood as the angle at which the steering part 71, in particular the front wheels 70, are deflected with respect to the entire bankable vehicle 5. Mmay correspond to the angle of rotation through which the steering portion 71 rotates on the handlebar tube. This can be done, for example, by optical, mechanical or electrical means. The steering angle α M can be detected, for example, at the front wheels 70 and / or at the steering section 71 of the steering system 7, depending on the fixed form of the steering system 7 in the steering force module 2. The steering angle detection unit 20 can be provided as a separate unit or can be integrated in the steering force module 2. The steering angle α M The steering wheel rotates preferably in the range of 0 to 45° about a steering axis, for example the handlebar tube of the entire bankable vehicle 5.

[0032] According to the invention, a detection unit 4 is provided on a vehicle test stand 1. The detection unit 4 detects the position α L , and / or the position α of the driver 8 relative to the entire bankable vehicle 5 L During the test operation, the driver area 3 in which the driver 8 is located is monitored in order to detect the driver's position α L In a curve, for example when leaning in or out of a curve, the driver's position α L The detection unit 4 detects at least the driver's position α L However, preferably, the entire bankable vehicle 5 is also present in the driver range 3 .

[0033] For example, the position α of the driver 8 L may depend on the type of bankable vehicle 5. For example, the position α of the driver 8 L In general, the position α of the rider 8 is more upright in an off-road motorcycle than in an on-road motorcycle. L may also depend on wind, road conditions, terrain conditions or the fatigue state of the driver.L The position α of the driver 8 depends on the steering technique applied in a situation-specific manner, such as lean-with, lean-out or lean-in. For example, lean-with and lean-out in normal operation of the entire bankable vehicle 5 are used in road (on-road) traffic, while lean-in is used on a circuit in competitive sports. L is the steering angle α M Usually, the steering angle α M The larger the lean of the driver 8, the smaller the steering angle α M and the driver's position α L are related.

[0034] The detection unit 4 detects the position α L to the simulation unit 6 and the steering angle detection unit 20 provided on the vehicle test stand 1, and M to the simulation unit 6. The transmission takes place, for example, via a data cable, but it is of course also possible for the data communication to take place wirelessly, for example using W-LAN, Bluetooth, etc. The simulation unit 6 can be a microprocessor-based hardware (e.g. a computer), an integrated circuit such as a Field Programmable Gate Array (FPGA) or an Application Specific Integrated Circuit (ASIC) which also comprises a microprocessor, or an analog circuit or computer. A mixed form is also conceivable. The simulation unit 6 can be part of a test bed control unit (not shown), via which the essential functions of the vehicle test bed 1 can be controlled.

[0035] The simulation unit 6 is equipped with a simulation model 9, which is a model for detecting the position α L and the detected steering angle α M Advantageously, based on this, the steering force Q of the driver 8 to the steering system 7 of the entire bankable vehicle 5 is L It is possible to determine the steering force Q Lmay depend on the steering technique of the driver 8, but also on the driver's body type, i.e. height and weight, and on the driver's seating position in the bankable vehicle overall 5. However, each of the other forces that the driver 8 exerts on the bankable vehicle overall 5 can also be specified in the simulation model 9. This therefore allows the steering force Q L can be directed in a given direction and expressed in the form of a vector and an acting moment. L may further depend on the entire bankable vehicle 5 to be tested. For example, in the case of an off-road motorcycle, the center of gravity and position of the driver 8 will of course require different steering forces Q than, for example, in the case of an on-road motorcycle. L As shown exemplarily in FIG. 1 , a steering force Q L Therefore, it may be possible to consider only the steering force Q L It is possible to configure the system to take into account only the components of

[0036] In an advantageous embodiment, a multibody model is used as the simulation model 9. Here, the multibody model may include a vehicle model 91 and a driver model 92. However, it is also conceivable that either the vehicle model 91 or the driver model 92 is included in the multibody model. The vehicle model 91 can calculate in detail all the forces and / or moments acting on the various members of the entire bankable vehicle 5. For example, the vehicle model 91 can include models for the frame and / or the drive and / or the tires and / or the steering of the entire vehicle 5. Furthermore, it can include an environment model 93 (FIG. 3) that can be combined and interacted with the test progress unit 60 described below and can simulate the environment conditions, for example, calculate and / or simulate the terrain such as road conditions, traffic load and weather conditions. For example, a blower can be provided to simulate the running wind during the test progress. Thus, it is possible to realistically simulate the interaction between the driver 8 and the entire bankable vehicle 5.

[0037] This is therefore also advantageous, since during the test run it is possible to calculate in the vehicle model 91 the forces and moments acting on the frame and / or the tires and / or the steering system 7, for example due to loading by the driver 8, and thus to estimate the stability of the entire bankable vehicle 5 in different simulated driving maneuvers. It is therefore possible to model dangerous situations and thus to test the effectiveness of assistance and safety systems.

[0038] The simulation unit 6 uses a simulation model 9 to calculate the steering force Q LIt is also possible to calculate the lateral forces acting on the entire vehicle 5 on the basis of the steering force Q , which can be taken into account in order to consider the stability of the entire bankable vehicle 5. For example, if the lateral forces are excessive, the entire bankable vehicle 5 may slip during the test process, for example in the dangerous situation being tested, or swaying, rocking or steering shocks may occur in the simulation model 9. However, material failures in the entire bankable vehicle 5 may also be taken into account. Advantageously, the steering force Q , acting on the steering system 7, can be calculated based on the steering force Q , which can be taken into account in order to consider the stability of the entire bankable vehicle 5. L but also lateral forces Q on other components of the entire bankable vehicle 5, such as the rear wheels 73 or the frame. L It is therefore possible to represent dangerous situations on a vehicle test stand without any danger to the driver.

[0039] According to the invention, the simulation unit 6 calculates at least one steering reaction force Q A and transmits the steering reaction force to the steering force module 2, and the steering force module 2 determines the steering reaction force Q A is applied to the steering system 7 of the entire bankable vehicle 5. At this time, the steering reaction force Q A is the steering force Q generated by the driver 8 L Therefore, the steering reaction force Q A is essentially a restoring force acting on the steering system 7 to displace the steering system 7 to a stable position. A may depend, for example, on vehicle parameters of the entire vehicle 5, such as the tyres used, and on environmental parameters, such as the roadway substrate. The vehicle parameters and environmental parameters can then be set in the simulation model 9 and preferably may be variable, in particular in the vehicle model 91 and in the environmental model. This allows the driver to determine the steering reaction force Q acting on the steering system 7 during the test run. A, which is advantageous since the steering reaction force Q can be perceived and the vehicle behavior can be adapted accordingly, for example to further increase the (felt) banking or to reduce the banking. This is advantageous since it allows dangerous situations to be modeled without risk to the driver. For example, to apply a steering shock in the steering force system 7, the steering reaction force Q A However, it is advantageous to use the steering reaction force Q A Therefore, the steering reaction force Q can be calculated very accurately. A can be calculated, which makes it possible to model the forces acting in reality on the vehicle test stand 1.

[0040] In an advantageous embodiment, the height axis z of the entire bankable vehicle 5 can be in the same test position during the entire test process. Thus, the entire bankable vehicle 5 cannot be moved to a banked position during the execution of a steering maneuver during the test process, and the height axis z remains in the same position, e.g. perpendicular to the base surface of the vehicle test stand 1. Thus, the steering reaction force Q A is used to simulate for the driver during the test run the restoring forces acting on the steering system 7 in the banking of the entire bankable vehicle 5.

[0041] In Fig. 2 an advantageous embodiment of a vehicle test stand 1 according to the invention is shown. In addition to the steering force module 2, the vehicle test stand 1 can also comprise a loading unit 10. The loading unit 10 is provided for driving and / or loading the bankable vehicle 5, for example for applying a torque D to the drive axle of the bankable vehicle 5. The loading unit 10 can comprise, for example, one or more rollers, on which the rear wheels 73 of the bankable vehicle 5 are arranged, as shown in Fig. 2. However, it is also conceivable that the loading unit 10 can be directly coupled to the drive axle of the engine (motor), the transmission axle of the transmission or to a sprocket of the chain of the tiltable vehicle 5 via a suitable coupling axle.

[0042] The load unit 10 can be provided at the front wheels 70 in addition to the steering force module 2, or at both the front wheels 70 and the rear wheels 73. It is also conceivable that the steering force module 2 and the load unit 10 are used together in one unit. It is also possible to provide several load units 10 on the vehicle test stand 1. This can be advantageous if the entire bankable vehicle 5 has an all-wheel drive and thus both wheels 70, 73 can be loaded simultaneously. The load state of the engine (motor) of the entire bankable vehicle 5 can also be recorded during the test process via the load unit 10 or a corresponding sensor in the load unit 10.

[0043] The wheel speeds of the driven wheels 70, 73 can also be used, for example, to emulate the wheel speeds of non-driven, in particular stationary, wheels 70, 73. For this purpose, for example, the speed signal unit 22 can be provided on the vehicle test stand, for example as part of the load unit 10, or it is also possible to use the speed signals of a speed sensor fixed to the vehicle. This is advantageous if only one wheel, for example the rear wheel, is loaded by the load unit 10, while at least one other wheel, for example the front wheel 70, is stationary. When the driven wheels, for example the rear wheel 73, are loaded, a wheel speed sensor fixed to the vehicle of a stationary wheel, for example the front wheel 70, does not emit a signal, and assistance systems such as the antilock (brake) system (ABS) may indicate an error or even lead to an error state. A realistic emulation of the wheel speed signals by corresponding electronics is therefore advantageous, since this makes it possible to avoid errors or error states.

[0044] Furthermore, a brake pressure measuring unit 23 can be provided, which measures the brake pressure p in the brake installation of the entire vehicle 5. Advantageously, the brake pressure measuring unit 23 is attached to the brake hose by means of a T-shaped element in order to measure the brake pressure p. When only one wheel, for example the rear wheel 73, is loaded by the loading unit 10, the front wheel 70 can provide only a pressure signal, for example the brake pressure p, in the brake hose. The brake pressure p can be detected by means of the brake pressure measuring unit 23 and provided to the simulation unit 6. On this basis, the simulation unit 6 can determine the virtual brake torque at the non-driven wheel, for example the rear wheel 70, during the test progress on the vehicle test stand 1. This allows a realistic distribution of the brake moment to the front and rear axles in the simulation of the entire vehicle 5 that can be banked.

[0045] Thus, via the measurement of the brake pressure 9 by means of the brake pressure measurement unit 23, dangerous situations can be recognized and the danger to the driver can be avoided, which may arise in operation, for example, via wheel lock and the associated skidding or slippage. Furthermore, this makes it possible to analyze the action of the anti-lock system (ABS) and its behavior at different brake pressures p.

[0046] Furthermore, a test progression unit 60 can be provided, which stores any number of reference maneuvers and sets the reference maneuvers in the vehicle test bed 1 during the test progression. Meanwhile, the test progression unit 60 can be integrated, for example, in a higher-level test bed control unit (not shown). The reference maneuvers can be real data recorded, for example, based on real test drives in the test vehicle. The real data can be recorded via a number of sensors in the test vehicle and then stored in the test progression unit 60 as the reference maneuvers. Examples for the reference maneuvers can be straight driving, stationary / temporary curve driving, slalom driving, evasive maneuvers, meandering driving, or the like. The test progression unit 60 can be connected to an environment model 93, which uses the stored reference maneuvers to simulate traffic, terrain, weather conditions, traffic participants, etc. in the vehicle test bed, as illustrated in FIG. 3. The reference maneuver can then be set to the driver 8, who starts the reference maneuver. It is then possible to compare the real data with the data from a test run based on a reference maneuver. Advantageously, the test run unit 60 can be operated in two different ways:

[0047] In open-loop operation, a time-based recorded reference maneuver can be set in the vehicle test stand 1 and can be visualized for the driver 8 accordingly (as described below) via the visualization units 81, 82, so that the driver 8 can follow the time-based recorded reference maneuver as accurately as possible. This allows, for example, the driver 8 to adapt his driving style in the vehicle test stand 1 so that it corresponds as well as possible to the driving style in the real test, or so that the quality of the signals in the test stand can be directly compared to the real test.

[0048] In closed-loop operation, the test proceeding unit 60 can set test scenarios as reference maneuvers, such as approaching and overtaking other traffic participants or crossing by other vehicles or pedestrians. The driver 8 of the bankable vehicle 5 interacts with the virtual traffic participants during the test proceeding by suitable driving maneuvers, supported by the visualization units 81, 82.

[0049] Furthermore, the test proceeding unit 60 can obtain a virtual driving environment (virtual reality) at the vehicle test bed 1. For this purpose, it is possible to provide a visualization unit 81, 82 formed as mixed reality glasses 81 or in the form of a monitor 82 at the vehicle test bed 1 itself. The driver can thus obtain realistic driving maneuvers, for example curves, displayed by the visualization units 81, 82 and can adapt his driving style accordingly at the vehicle test bed 1. The recording and analysis are carried out via the device according to the invention, which has been fully explained in FIG.

[0050] Of course, it is also conceivable that the visualization units 81, 82 function independently of the test progression unit 60 and for example store or randomly generate a virtual driving environment. Thus, via the vehicle test bench 1 in FIG. 2, a complete modelling of a real test drive over a test progression is possible.

[0051] 3 shows an advantageous embodiment of the signal transmission in the vehicle test stand 1. The test progression unit 60 can set a reference maneuver stored for this purpose in the environment model 93. The environment model 93 preferably runs in the simulation unit 6 and can be part of the test stand control unit. Advantageously, the reference maneuver is used in the closed-loop operation of the test progression unit 60. The data of the environment model 93 is used to set weather conditions, terrain, road conditions and the like and can be used, for example, in the drive model 94. The drive model 94 can also include a tire model, although it is also possible for the tire model to be configured separately. The vehicle model 91 determines, based on the included models, for example the tire model, and based on the environment model 93, a target speed n for the drive wheels, for example the rear wheels 73. S The target value can be calculated as follows: S can be transmitted to a controller, for example a speed control unit 11, which may be part of the load unit 10. The speed control unit 11 uses a suitable controller to calculate the determined target speed n S and the detected actual rotation speed n i Based on this, the rotation speed control amount SG for the load unit 10 n The torque D detected at the load unit 10 can be fed back, for example, as an actual variable to the simulation unit 6, in particular to the vehicle model 91. For example, the rotational speed signal n of a rotational speed sensor fixed to the vehicle can be fed back as an actual value for the rotational speed control unit 11. i It is possible to use (dashed arrow). If no actual values ​​are used, it is possible to realize only one control on the load unit 10.

[0052] Furthermore, the vehicle model 91 may include a steering model 95 of the steering system 7, which may also obtain data from the surroundings simulation 93. This allows the target steering reaction force Q A,SA target value such as a steering reaction force control variable SG for the steering force module 2 can be determined, which can be transmitted, for example, to a force controller 24, which determines a steering reaction force control variable SG for the steering force module 2. Q The force controller 24 may be a part of the steering force module 2. The steering angle α detected by the steering angle detection unit 20 is used as an input to the vehicle model 91, in particular to the steering model 95 of the steering system 7. M It is possible to use the steering angle α M is transmitted to the force controller 24 and to the steering model 95 of the steering system 7. As an actual value for the force controller 24, for example, a force sensor, for example in the form of a piezo element or a strain gauge, can be used, which can be arranged in the steering force module 2 and the actual steering reaction force value Q A,i (dashed arrow). If no actual values ​​are used, it is possible to realize only one control in the steering force module 2.

[0053] Both of the above mentioned controls (closed loop control and / or open loop control) should naturally not be considered as exhaustive. Further closed loop and open loop controls that are recognized as necessary by the person skilled in the art can be realized in the vehicle test stand.

Claims

1. A vehicle test stand (1) for carrying out a test procedure using a bankable vehicle (5), the vehicle test stand (1) is provided with a steering force module (2) connectable to a steering system (7) of the bankable vehicle (5), and a steering angle (α) of the steering system (7) during the test procedure. Ｍ a steering angle detection unit (20) for detecting the position (α) of the driver (8) relative to the entire bankable vehicle (5) during the test; Ｌ a detection unit (4) is provided to detect a steering force (Q) applied by a driver (8) acting on the steering system (7); Ｌ ) and the steering reaction force (Q Ａ ) to calculate the steering angle (α Ｍ ) and the position (α Ｌ a simulation unit (6) configured to use the steering reaction force (Q) in a simulation model (9); and the steering force module (2) Ａ ) to the steering system (7).

2. 2. A vehicle test stand (1) according to claim 1, characterized in that the height axis (z) of the entire bankable vehicle (5) is in the same, preferably vertical, test position during the entire test run.

3. 3. A vehicle test stand (1) according to claim 1 or 2, characterized in that the vehicle test stand is provided with a load unit (10) for driving and / or loading the entire bankable vehicle (5), in particular for applying torque to components of the power train of the entire bankable vehicle (5).

4. 4. A vehicle test bench (1) according to claim 3, characterized in that the load unit (10) has at least one roller on which the rear wheels (73) or the front wheels (70) of the entire bankable vehicle (5) can be placed.

5. 3. A vehicle test stand (1) according to claim 1 or 2, characterized in that the steering angle detection unit (20) is arranged in the steering force module (2).

6. 3. A vehicle test stand (1) according to claim 1 or 2, characterized in that a test progression unit (60) is provided which is configured to execute predetermined reference maneuvers on the vehicle test stand (1) during a test run, the reference maneuvers including recorded data of actual test runs of the test vehicle.

7. 3. A vehicle test stand (1) according to claim 1 or 2, characterized in that the vehicle test stand (1) is provided with a visualization unit (81, 82) for generating a virtual driving environment during the test.

8. 3. A vehicle test bench (1) according to claim 1 or 2, characterized in that the simulation model (6) comprises a multibody model, which preferably comprises a vehicle model (91) and a driver model (92).

9. 3. A vehicle test bench (1) according to claim 1 or 2, characterized in that the test proceeding unit (60) is configured to set the stored data in an ambient model (93), so that ambient conditions are simulated during the test proceeding.

10. 3. The vehicle test stand (1) according to claim 1 or 2, characterized in that the vehicle test stand (1) comprises a brake pressure measurement unit (23) configured to measure the brake pressure (p) in the brake equipment of the entire vehicle (5), and the simulation unit (6) and / or the test progress unit (60) are configured to use the detected brake pressure to determine a virtual braking moment.

11. 3. A vehicle test stand (1) according to claim 1 or 2, characterized in that the vehicle test stand (1) is provided with a rotation speed signal unit (22), which is configured to emulate the wheel rotation speed signals of wheels (70, 73) that are not under load.

12. The simulation unit (6) calculates a target steering reaction force (Q Ａ，Ｓ ) to a force controller (24), and the force controller (24) further sets a steering reaction force value control amount (SG Ｑ 3. A vehicle test stand (1) according to claim 1 or 2, characterized in that it is formed to identify

13. A method for carrying out test runs on a vehicle test stand (1) with a bankable entire vehicle (5), comprising: A steering force module (2) installed on the vehicle test stand (1) is connected to the steering system (7) of the entire bankable vehicle (5), and the steering angle (α Ｍ ) is detected, and the position (α) of the driver (8) relative to the entire bankable vehicle (5) during the test is Ｌ ) is detected, and a steering reaction force (Q) acting on the steering system (7) and opposing the steering force applied by the driver (8) is detected. Ａ ) is the detected steering angle (α Ｍ ) and the detected position (α Ｌ ) is calculated by a simulation model (9) based on the steering reaction force (Q Ａ ) is added to the steering system (7).

14. 14. The method according to claim 13, wherein during the test run on the vehicle test stand (1), a reference maneuver stored in a test run unit (60) is simulated, the reference maneuver comprising recorded data of a real test run of the test vehicle.

15. 15. The method according to claim 13 or 14, characterized in that the virtual driving environment on the vehicle test bench (1) is generated during the test by means of a visualization unit (81, 82).

16. 14. The method according to claim 13, wherein the stored data is set in an ambient model (93) via the test progress unit (60), and ambient conditions are simulated by the ambient model (93) during the test progress.

17. 15. Method according to claim 13 or 14, characterized in that the height axis (z) of the entire bankable vehicle (5) is kept in the same, preferably vertical, test position during the test.

18. 15. The method according to claim 13 or 14, characterized in that the brake pressure (p) in the brake system of the entire vehicle (5) is detected, and the detected brake pressure (p) is used to determine the virtual braking moment.

19. 15. The method according to claim 13 or 14, characterized in that the wheel rotation speeds of the driving wheels (73) of the entire vehicle (5) are detected and used to emulate the wheel rotation speed signals of the stationary wheels (70) of the entire vehicle (5).

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