Method for axle testing

Abstract

The invention relates to a method for axle testing, wherein a simulator (53) is provided, by means of which a vehicle (1) traveling on a roadway (15) is simulated in the form of a virtual vehicle traveling on a virtual roadway and having a plurality of virtual vehicle wheels (10, 11, 12, 13), at least one (10) of which is associated with a virtual vehicle axle (8), wherein virtual excitations acting on the at least one virtual vehicle wheel (10) of the virtual vehicle axle (8) are calculated by the simulator (53) on the basis of properties of the virtual roadway (15), wherein an axle test bench (16) is provided, which has a frame (17), a real sub-chassis (30) which is supported by the frame (17) and has at least one real vehicle wheel (31) associated with a real vehicle axle (33), at least one sensor (49) by means of which at least one physical property (h) of the real sub-chassis (30) can be detected, and test bench actuators (18, 19, 20, 21, 22, 23) which are connected to the at least one real vehicle wheel (31) and by means of which the virtual excitations are transmitted to the at least one real vehicle wheel (31) as real excitations and the at least one physical property (h) of the real sub-chassis is thereby changed, wherein by means of the at least one sensor (49) the at least one physical property (h) of the real sub-chassis (30) is detected and at least one measurement signal (Sh) characterizing said physical property (h) is provided, and is fed to the simulator (53), and the simulation of the vehicle (1) is manipulated by the at least one measurement signal (Sh).

Description

[0001] Axle testing procedure

[0002] The invention relates to a method for axle testing, wherein a simulator is provided by means of which a vehicle traveling on a roadway, in particular in the form of a virtual vehicle traveling on a virtual roadway, is simulated, which vehicle has a plurality of virtual vehicle wheels, of which at least one is assigned to a virtual vehicle axle, wherein virtual excitations acting on the at least one virtual vehicle wheel of the virtual vehicle axle are calculated by the simulator as a function of properties of the, in particular virtual, roadway.

[0003] The development of autonomous driver assistance systems and driving functions is complex and requires the full range of knowledge of engineers and technicians. At its core, the development of these systems revolves around the interaction of sensors, software, and actuators in the vehicle control system. Current development and validation approaches primarily focus on component testing (component testing) through simulations and on testing the entire vehicle (full-vehicle testing). The challenges in this regard include:

[0004] - The transferability of component testing to the overall vehicle system;

[0005] - The reproducibility of complete vehicle tests (e.g. road conditions, driver influence);

[0006] - The cost and availability of full-vehicle testing. Vehicle prototypes are not only expensive but also only available late in the project.

[0007] - The late verifiability of the interaction of the components in the system.

[0008] Thus, there is a gap between component and overall system testing.

[0009] Based on this, the invention is based in particular on the object of narrowing the aforementioned gap. This object is achieved according to the invention by a method according to claim 1. Preferred developments of the invention are given in the subclaims and in the following description.

[0010] A method for axle testing, wherein a simulator is provided by means of which a vehicle traveling on a roadway, in particular in the form of a virtual vehicle traveling on a virtual roadway, is simulated, which vehicle has a plurality of virtual vehicle wheels, at least one of which is assigned to a virtual vehicle axle, wherein virtual excitations acting on the at least one virtual vehicle wheel of the virtual vehicle axle are calculated by the simulator as a function of properties of the, in particular virtual, roadway, is further developed according to the invention in particular by providing an axle test bench which comprises a frame, a real sub-chassis carried by the frame and having at least one real vehicle wheel which is assigned to a real vehicle axle, at least one sensor by means of which at least one physical property of the real sub-chassis can be detected,and has test bench actuators connected to the at least one real vehicle wheel, by means of which the virtual excitations are transmitted as real excitations to the at least one real vehicle wheel and thereby the at least one physical property of the real sub-chassis is changed, wherein the at least one physical property of the real sub-chassis is detected by means of the at least one sensor and at least one measurement signal characterizing this physical property is provided, which is fed to the simulator, and the simulation, in particular of the vehicle, is manipulated and / or influenced by the at least one measurement signal and / or as a function of the at least one measurement signal.

[0011] The method according to the invention represents an intermediate stage between pure component testing and complete system testing. In particular, the method according to the invention is based on the "Hardware in the Loop" (HiL) approach, but goes a step further. The system to be tested is the real vehicle axle, preferably including all mechatronic and / or mechanical components, loads, interfaces, and / or software functions. The vehicle or the rest of the vehicle, as well as the vehicle environment (such as the roadway or road, the rest of the vehicle, etc.), are specifically simulated.

[0012] A particularly advantageous feature is that all actuator components and the axle mechanics can be implemented in real life. All relevant loads caused by road surface or road loads, temperatures, etc. are real and cannot be implemented in simulations. This allows all components to be operated under realistic scenarios and / or laboratory conditions. This approach can help reduce uncertainties even before vehicle testing and reproduce problems (e.g., from simulations or vehicle testing). In particular, the inventive approach closes a gap in the development process of autonomous systems and driving functions and is an additional development tool for testing products earlier and thus shortening the development and validation scope.

[0013] The simulated vehicle is preferably referred to as a virtual vehicle. The roadway on which the simulated vehicle travels is preferably referred to as a virtual roadway.

[0014] The simulator is or preferably comprises a device and is also referred to, for example, as a simulation device. The simulator preferably comprises or is formed by a computer. For example, the computer is a digital computer. Advantageously, the simulator comprises a program, which is executed in particular by the simulation device and / or by the computer. Advantageously, the virtual roadway is simulated by the simulator.

[0015] The virtual vehicle preferably comprises a virtual chassis, which in particular has the virtual vehicle wheels. The virtual vehicle preferably comprises a virtual chassis supported by the virtual chassis and / or a virtual vehicle body supported by the virtual chassis. The virtual chassis is formed, for example, by the virtual vehicle body.

[0016] The virtual roadway preferably has at least one or more virtual bumps and / or at least one or more virtual curves and / or a virtual surface roughness as properties. For example, the at least one or more virtual bumps include one or more virtual potholes and / or one or more virtual bumps. For example, the virtual excitations are caused by the at least one or more virtual bumps and / or the at least one or more virtual curves.

[0017] The real vehicle axle represents in particular the virtual vehicle axle in reality and / or the virtual vehicle axle represents in particular the real vehicle axle in the simulation. The frame preferably serves as a replacement for a real chassis or for a part thereof and / or for a real vehicle body or for a part thereof. For example, the frame represents the virtual chassis or a part thereof and / or the virtual vehicle body or a part thereof in reality and / or the virtual chassis or a part thereof and / or the virtual vehicle body or a part thereof represents, for example, the frame in the simulation. The real partial chassis represents in particular the virtual chassis or a part thereof in reality and / or the virtual chassis or a part thereof represents in particular the real partial chassis in the simulation.The expression “at least one” includes in particular the meaning of “one” or “exactly one” or “several”.

[0018] The axle test bench preferably has a plurality of sensors by means of which a plurality of physical properties of the real sub-chassis can be recorded. Advantageously, the virtual excitations are transmitted as real excitations to the at least one real vehicle wheel by means of the test bench actuators, thereby changing the physical properties of the real sub-chassis. Advantageously, the physical properties of the real sub-chassis are recorded by means of the sensors, and measurement signals characterizing these physical properties are provided, which are fed to the simulator. In particular, the simulation of the vehicle is or will be manipulated and / or influenced by the measurement signals and / or as a function of the measurement signals, or can be manipulated and / or influenced. A virtual vehicle transverse direction is preferably assigned to the virtual vehicle.Preferably, the virtual vehicle is assigned a virtual vehicle vertical direction, which runs in particular transversely to the virtual vehicle transverse direction. Advantageously, the virtual vehicle is assigned a virtual vehicle longitudinal direction, which runs in particular transversely to the virtual vehicle transverse direction and / or transversely to the virtual vehicle vertical direction.

[0019] Preferably, the axle test bench is assigned a real transverse direction. Preferably, the axle test bench is assigned a real vertical direction, which in particular runs transversely to the real transverse direction. Advantageously, the axle test bench is assigned a real longitudinal direction, which in particular runs transversely to the real transverse direction and / or transversely to the real vertical direction.

[0020] The real transverse direction represents, in particular, the virtual vehicle transverse direction in reality and / or the virtual vehicle transverse direction represents, in particular, the real transverse direction in the simulation. The real vertical direction represents, in particular, the virtual vehicle vertical direction in reality and / or the virtual vehicle vertical direction represents, in particular, the real vertical direction in the simulation. The real longitudinal direction represents, in particular, the virtual vehicle longitudinal direction in reality and / or the virtual vehicle longitudinal direction represents, in particular, the real longitudinal direction in the simulation.

[0021] Preferably, at least two of the virtual vehicle wheels are assigned to the virtual vehicle axle. The virtual vehicle wheels of the virtual vehicle axle are preferably arranged adjacent to one another at a distance in the or a virtual transverse direction of the vehicle. Advantageously, the virtual excitations act on the virtual vehicle wheels of the virtual vehicle axle. The term "at least two" also includes, in particular, the meaning of "two" or "exactly two."

[0022] The real sub-chassis preferably comprises at least two real vehicle wheels assigned to the real vehicle axle. The real vehicle wheels of the real vehicle axle are preferably arranged next to one another at a distance in the real transverse direction or a real transverse direction. The test bench actuators are preferably connected to the real vehicle wheels, by means of which the virtual excitations are transmitted as real excitations to the real vehicle wheels, thereby changing the at least one physical property or properties of the real sub-chassis.

[0023] The virtual excitations are, in particular, virtual physical excitations and / or virtual mechanical excitations. For example, the virtual excitations comprise at least one or more virtual forces, in particular acting on the at least one virtual vehicle wheel of the virtual vehicle axle or on the virtual vehicle wheels of the virtual vehicle axle, and / or at least one or more virtual moments, in particular acting on the at least one virtual vehicle wheel of the virtual vehicle axle or on the virtual vehicle wheels of the virtual vehicle axle, and / or at least one or more virtual impulses, in particular transmitted to the at least one virtual vehicle wheel of the virtual vehicle axle or to the virtual vehicle wheels of the virtual vehicle axle.

[0024] The at least one or more virtual forces comprise, for example, at least one or more virtual forces in the virtual vehicle longitudinal direction and / or at least one or more virtual forces in the virtual vehicle transverse direction and / or at least one or more virtual forces in the virtual vehicle vertical direction. The at least one or more virtual moments comprise, for example, at least one or more virtual moments about at least one virtual longitudinal axis running in the virtual vehicle longitudinal direction and / or at least one or more virtual moments about at least one virtual transverse axis running in the virtual vehicle transverse direction and / or at least one or more virtual moments about at least one virtual vertical axis running in the virtual vehicle vertical direction. The at least one or more virtual impulses comprise, for example,at least one or more virtual pulses in the virtual vehicle longitudinal direction and / or at least one or more virtual pulses in the virtual vehicle transverse direction and / or at least one or more virtual pulses in the virtual vehicle vertical direction.

[0025] Preferably, the virtual excitations comprise at least one virtual steering torque about a virtual wheel steering axis acting on the at least one virtual vehicle wheel of the virtual vehicle axle. Preferably, the virtual excitations comprise at least one virtual steering torque about a virtual wheel steering axis acting on at least one or each of the virtual vehicle wheels of the virtual vehicle axle.

[0026] The real excitations are, in particular, real physical excitations and / or real mechanical excitations. For example, the real excitations comprise at least one or more real forces, in particular acting on the at least one real vehicle wheel or the real vehicle wheels, and / or at least one or more real moments, in particular acting on the at least one real vehicle wheel or the real vehicle wheels, and / or at least one or more real impulses, in particular transmitted to the at least one real vehicle wheel or the real vehicle wheels.

[0027] The at least one or more real forces comprise, for example, at least one or more real forces in the real longitudinal direction and / or at least one or more real forces in the real transverse direction and / or at least one or more real forces in the real vertical direction. The at least one or more real moments comprise, for example, at least one or more real moments about at least one real longitudinal axis running in the real longitudinal direction and / or at least one or more real moments about at least one real transverse axis running in the real transverse direction and / or at least one or more real moments about at least one real vertical axis running in the real vertical direction. The at least one or more real impulses comprise, for example,at least one or more real impulses in the real longitudinal direction and / or at least one or more real impulses in the real transverse direction and / or at least one or more real impulses in the real vertical direction. The real excitations preferably comprise at least one real steering torque acting on the at least one real vehicle wheel about a real wheel steering axis. The real excitations preferably comprise at least one real steering torque acting on at least one or each of the real vehicle wheels about a real wheel steering axis.

[0028] Preferably, the virtual vehicle travels, in particular on the virtual roadway, at a virtual vehicle speed. Preferably, the virtual excitations acting on the at least one virtual vehicle wheel of the virtual vehicle axle are additionally calculated by the simulator as a function of the virtual vehicle speed. Advantageously, the virtual excitations acting on each virtual vehicle wheel of the virtual vehicle axle or on the virtual vehicle wheels of the virtual vehicle axle are additionally calculated by the simulator as a function of the virtual vehicle speed.

[0029] Each virtual vehicle wheel is preferably assigned a virtual wheel axle, which in particular forms an axis of symmetry of the respective virtual vehicle wheel. Preferably, the at least one virtual vehicle wheel of the virtual vehicle axle is assigned a virtual wheel axle, which in particular forms an axis of symmetry of the at least one virtual vehicle wheel of the virtual vehicle axle. Advantageously, each virtual vehicle wheel of the virtual vehicle axle is assigned a virtual wheel axle, which in particular forms an axis of symmetry of the respective virtual vehicle wheel of the virtual vehicle axle.

[0030] The virtual vehicle and / or the virtual chassis preferably comprises at least one or at least two or more virtual wheel carriers. Each virtual vehicle wheel is preferably mounted on one of the virtual wheel carriers, in particular rotatable and / or rotatable about its or the respective virtual wheel axis. The at least one virtual vehicle wheel of the virtual vehicle axle is preferably mounted on the or on one of the or on a virtual wheel carrier, in particular rotatable and / or rotatable about its or a virtual wheel axis. For example, each of the virtual vehicle wheels of the virtual vehicle axle is mounted on one of the or on a virtual wheel carrier, in particular rotatable and / or rotatable about its or a virtual wheel axis.

[0031] Preferably, the at least one real vehicle wheel is assigned a real wheel axle, which in particular forms an axis of symmetry of the at least one real vehicle wheel. Preferably, each real vehicle wheel is assigned a real wheel axle, which in particular forms an axis of symmetry of the respective real vehicle wheel.

[0032] The real sub-chassis preferably comprises at least one or more, in particular two, real wheel carriers. Preferably, the at least one or each real vehicle wheel is mounted on the or on one of the or on a real wheel carrier, in particular rotatably and / or rotatably about its or a real wheel axis. For example, the at least one or each real vehicle wheel is formed by a wheel set.

[0033] Preferably, the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier is articulated to the virtual chassis and / or the virtual vehicle body by at least one virtual chassis link, preferably in the or a virtual vehicle vertical direction, for movement. Preferably, each virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier is articulated to the virtual chassis and / or the virtual vehicle body by at least one virtual chassis link, preferably in the or a virtual vehicle vertical direction, for movement.

[0034] Preferably, the at least one virtual vehicle wheel of the virtual vehicle axle is assigned a virtual wheel stroke characterizing its virtual distance from the virtual chassis and / or the virtual vehicle body in the or a virtual vehicle vertical direction, which is determined in particular by the simulator. Preferably, each virtual vehicle wheel of the virtual vehicle axle is assigned a virtual wheel stroke characterizing its virtual distance from the virtual chassis and / or the virtual vehicle body in the or a virtual vehicle vertical direction, wherein these virtual wheel strokes are determined in particular by the simulator.

[0035] Preferably, the at least one real vehicle wheel or its real wheel carrier is articulated to the frame by at least one real chassis link, preferably in the real vertical direction or a real vertical direction. Preferably, each real vehicle wheel or its real wheel carrier is articulated to the frame by at least one real chassis link, preferably in the real vertical direction or a real vertical direction.

[0036] Preferably, the at least one real vehicle wheel is assigned a real wheel stroke characterizing its real distance from the frame in the or a real vertical direction. Preferably, the at least one sensor or sensors comprise or comprise at least one ride height sensor, by means of which the real wheel stroke of the at least one real vehicle wheel is detected or can be detected and at least one wheel stroke signal characterizing this real wheel stroke is provided or can be provided. Advantageously, the at least one measurement signal or the measurement signals comprise or comprise the at least one wheel stroke signal. For example, the at least one ride height sensor is provided on the at least one real chassis link. In particular, the real sub-chassis comprises the at least one ride height sensor.

[0037] Preferably, each real vehicle wheel is assigned a real wheel lift characterizing its real distance from the frame in the real vertical direction or in a real vertical direction. Preferably, the sensors comprise a plurality of ride height sensors, by means of which the real wheel lifts of the real vehicle wheels are detected or can be detected, and wheel lift signals characterizing these real wheel lifts are provided or can be provided. Advantageously, the measurement signals comprise the wheel lift signals. For example, the ride height sensors are provided on the real chassis control arms. In particular, the real sub-chassis comprises the ride height sensors.

[0038] Preferably, the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier is connected, in particular at least indirectly, to the virtual chassis and / or the virtual vehicle body by at least one virtual vehicle spring. Preferably, the virtual vehicle wheels of the virtual vehicle axle or their virtual wheel carriers are connected, in particular at least indirectly, to the virtual chassis and / or the virtual vehicle body by virtual vehicle springs. The at least one or each virtual vehicle spring acts, in particular, in or substantially in the or a virtual vehicle vertical direction. Advantageously, the virtual chassis comprises the at least one or each virtual vehicle spring.

[0039] Preferably, the at least one real vehicle wheel or its real wheel carrier is connected to the frame, in particular at least indirectly, by at least one real vehicle spring. Preferably, the real vehicle wheels or their real wheel carriers are connected to the frame, in particular at least indirectly, by real vehicle springs. The at least one or each real vehicle spring acts in particular in or substantially in the or a real vertical direction. Advantageously, the real sub-chassis comprises the at least one or each real vehicle spring.

[0040] Preferably, the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier is connected, in particular at least indirectly, to the virtual chassis and / or the virtual vehicle body by at least one virtual damper. Preferably, the virtual vehicle wheels of the virtual vehicle axle or their virtual wheel carriers are connected, in particular at least indirectly, to the virtual chassis and / or the virtual vehicle body by virtual dampers. The at least one or each virtual damper acts, in particular, in or substantially in the or a virtual vehicle vertical direction. Advantageously, the virtual chassis comprises the at least one or each virtual damper.

[0041] Preferably, the at least one real vehicle wheel or its real wheel carrier is connected to the frame, in particular at least indirectly, by at least one real damper. Preferably, the real vehicle wheels or their real wheel carriers are connected to the frame, in particular at least indirectly, by real dampers. The at least one or each real damper acts in particular in or substantially in the or a real vertical direction. Advantageously, the real sub-chassis comprises the at least one or each real damper.

[0042] Preferably, at least one virtual wheel steering angle is assigned to the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier, which characterizes an inclination of the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier to the or a virtual vehicle longitudinal direction and is determined or determinable in particular by the simulator. Preferably, each virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier is assigned a virtual wheel steering angle, which characterizes an inclination of the respective virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier to the or a virtual vehicle longitudinal direction, wherein the virtual wheel steering angles are determined or determinable in particular by the simulator.

[0043] Preferably, at least one real wheel steering angle is assigned to the at least one real vehicle wheel or its real wheel carrier, which characterizes an inclination of the at least one real vehicle wheel or its real wheel carrier to the or a real longitudinal direction. Preferably, the at least one sensor or the sensors comprise at least one wheel steering angle sensor, by means of which the real wheel steering angle of the at least one real vehicle wheel or its real wheel carrier is detected or can be detected and at least one wheel steering angle signal characterizing this real wheel steering angle is provided or can be provided. Advantageously, the at least one measurement signal or the measurement signals comprise the at least one wheel steering angle signal. The at least one wheel steering angle sensor is provided, for example, on the at least one real chassis link or on the real wheel carrier.For example, the real sub-chassis comprises at least one wheel steering angle sensor.

[0044] Preferably, each real vehicle wheel or its real wheel carrier is assigned a real wheel steering angle, which characterizes an inclination of the respective real vehicle wheel or its real wheel carrier to the or a real longitudinal direction. Preferably, the sensors comprise wheel steering angle sensors, by means of which the real wheel steering angles of the real vehicle wheels or their real wheel carriers are detected or can be detected, and wheel steering angle signals characterizing these real wheel steering angles are provided or can be provided. Advantageously, the measurement signals comprise the wheel steering angle signals. The wheel steering angle sensors are provided, for example, on one or some of the real chassis links or real wheel carriers. For example, the real sub-chassis comprises the wheel steering angle sensors.

[0045] Preferably, a virtual lateral force acts on the at least one virtual vehicle wheel of the virtual vehicle axle, which is determined or determinable in particular by the simulator. Preferably, a virtual lateral force acts on each virtual vehicle wheel of the virtual vehicle axle, wherein the virtual lateral forces are determined or determinable in particular by the simulator.

[0046] The or each virtual lateral force runs, in particular, perpendicular to the wheel center plane of the at least one or the respective virtual vehicle wheel of the virtual vehicle axle. In the unsteered state of the at least one virtual vehicle wheel of the virtual vehicle axle or the virtual vehicle wheels of the virtual vehicle axle, the or each virtual lateral force runs, for example, in the or a virtual transverse direction of the vehicle.

[0047] Preferably, at least one real lateral force acts on the at least one real vehicle wheel. Preferably, the at least one sensor or sensors comprise at least one lateral force sensor, by means of which the real lateral force acting on the at least one real vehicle wheel is detected or can be detected, and at least one lateral force signal characterizing this real lateral force is provided or can be provided. Advantageously, the at least one measurement signal or the measurement signals comprise the at least one lateral force signal. For example, the real sub-chassis comprises the at least one lateral force sensor.

[0048] Preferably, a real lateral force acts on each real vehicle wheel. The sensors preferably comprise lateral force sensors, by means of which the real lateral forces acting on the real vehicle wheels are detected or can be detected, and lateral force signals characterizing these real lateral forces are provided or can be provided. Advantageously, the measurement signals comprise the lateral force signals. For example, the real sub-chassis comprises the lateral force sensors.

[0049] The or each real lateral force runs, in particular, perpendicular to the wheel center plane of the at least one or the respective real vehicle wheel. In the unsteered state of the at least one real vehicle wheel or wheels, the or each real lateral force runs, for example, in the or a real transverse direction.

[0050] Preferably, a virtual longitudinal force acts on the at least one virtual vehicle wheel of the virtual vehicle axle, which force is determined or determinable, in particular, by the simulator. Preferably, a virtual longitudinal force acts on each virtual vehicle wheel of the virtual vehicle axle, wherein the virtual longitudinal forces are determined or determinable, in particular, by the simulator.

[0051] The or each virtual longitudinal force runs in particular in the longitudinal direction of the at least one or the respective virtual vehicle wheel of the virtual vehicle axle. In the non-steered state of the at least one virtual vehicle wheel of the virtual vehicle axle or the virtual vehicle wheels of the virtual vehicle axle, the or each virtual longitudinal force runs, for example, in the or a virtual vehicle longitudinal direction. The or each virtual longitudinal force can also be referred to, for example, as a virtual circumferential force. The or each virtual longitudinal force runs in particular transversely to the or the respective virtual lateral force and / or the or each virtual lateral force runs in particular transversely to the or the respective virtual longitudinal force.

[0052] Preferably, at least one real longitudinal force acts on the at least one real vehicle wheel. Preferably, the at least one sensor or the sensors comprise at least one longitudinal force sensor, by means of which the real longitudinal force acting on the at least one real vehicle wheel is detected or can be detected, and at least one longitudinal force signal characterizing this real longitudinal force is provided or can be provided. Advantageously, the at least one measurement signal or the measurement signals comprise the at least one longitudinal force signal. For example, the real sub-chassis comprises the at least one longitudinal force sensor.

[0053] Preferably, a real longitudinal force acts on each real vehicle wheel. The sensors preferably comprise longitudinal force sensors, by means of which the real longitudinal forces acting on the real vehicle wheels are detected or can be detected, and longitudinal force signals characterizing these real longitudinal forces are provided or can be provided. Advantageously, the measurement signals comprise the longitudinal force signals. For example, the real chassis component comprises the longitudinal force sensors.

[0054] The or each real longitudinal force runs in particular in the longitudinal direction of the at least one or the respective real vehicle wheel. In the unsteered state of the at least one real vehicle wheel or the real vehicle wheels, the or each real longitudinal force runs, for example, in the or a real longitudinal direction. The or each real longitudinal force can also be referred to, for example, as a real circumferential force. The or each real longitudinal force runs in particular transversely to the or the respective real lateral force and / or the or each real lateral force runs in particular transversely to the or the respective real longitudinal force.

[0055] Preferably, the at least one sensor or the sensors comprise at least one acceleration sensor, by means of which at least one acceleration is measured or can be measured, in particular at at least one location on the real chassis, and at least one acceleration signal characterizing this acceleration is provided or can be provided. Preferably, the at least one measurement signal or the measurement signals comprise the at least one acceleration signal. For example, the at least one acceleration sensor is provided on the at least one real vehicle wheel, on its real wheel carrier or on the at least one real chassis link. The at least one acceleration sensor is, for example, a multi-dimensional, preferably a two- or three-dimensional, acceleration sensor.The sensors preferably comprise a plurality of acceleration sensors, by means of which accelerations are measured or can be measured, particularly at different locations on the real chassis, and acceleration signals characterizing these accelerations are provided or can be provided. The measurement signals preferably comprise the acceleration signals. For example, the acceleration sensors are provided on the real vehicle wheels, on their real wheel carriers, and / or on the real chassis control arms. Each acceleration sensor is, for example, a multidimensional, preferably two- or three-dimensional, acceleration sensor.

[0056] Preferably, the at least one sensor or the sensors comprise at least one yaw rate sensor, by means of which at least one angular velocity is measured or can be measured, in particular at at least one location on the real chassis, and at least one angular velocity signal characterizing this angular velocity is provided or can be provided. Preferably, the at least one measurement signal or the measurement signals comprise the at least one angular velocity signal. For example, the at least one yaw rate sensor is provided on the at least one real vehicle wheel, on its real wheel carrier or on the at least one real chassis link. The at least one yaw rate sensor is, for example, a multi-dimensional, preferably a two- or three-dimensional, yaw rate sensor.

[0057] The sensors preferably comprise a plurality of yaw rate sensors, by means of which angular velocities are measured or can be measured, particularly at different locations on the real chassis, and angular velocity signals characterizing these angular velocities are provided or can be provided. The measurement signals preferably comprise the angular velocity signals. For example, the yaw rate sensors are provided on the real vehicle wheels, on their real wheel carriers, and / or on the real chassis control arms. Each yaw rate sensor is, for example, a multidimensional, preferably two- or three-dimensional, yaw rate sensor.Preferably, the at least one sensor or sensors comprise at least one temperature sensor, by means of which the temperature is measured or can be measured, in particular at at least one location on the real chassis, and at least one temperature signal characterizing this temperature is provided or can be provided. Preferably, the at least one measurement signal or the measurement signals comprise the at least one temperature signal. For example, the temperature is measured in the region of a vehicle brake provided on the at least one real vehicle wheel or on its real wheel carrier.

[0058] The sensors preferably comprise a plurality of temperature sensors, by means of which temperatures are measured or can be measured, particularly at different locations on the real chassis, and temperature signals characterizing these temperatures are provided or can be provided. The measurement signals preferably comprise the temperature signals. For example, the temperatures are measured in the area of ​​the vehicle brakes provided on the real vehicle wheels or on their real wheel carriers.

[0059] Preferably, the at least one virtual damper is an active damper whose damping behavior is controllable. Preferably, the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier is connected to the virtual chassis and / or the virtual vehicle body via the at least one virtual active damper. Preferably, the at least one virtual active damper and / or its damping behavior is or can be controlled by the simulator.

[0060] The virtual dampers are preferably active dampers whose damping behavior is controllable. The virtual vehicle wheels of the virtual vehicle axle or their virtual wheel carriers are preferably connected to the virtual chassis and / or the virtual vehicle body via the virtual active dampers. The virtual active dampers and / or their damping behavior are preferably controlled or controllable by the simulator. The at least one real damper is preferably an active damper whose damping behavior is controllable. The at least one real vehicle wheel or its real wheel carrier is preferably connected to the frame via the at least one real active damper. In particular, the at least one real active damper or at least one damper control unit controlling it is connected to the simulator.Preferably, the at least one real active damper and / or its damping behavior, in particular analogous to the at least one virtual active damper, is or can be controlled by the simulator, for example with the interposition of the at least one damper control unit.

[0061] The real dampers are preferably active dampers whose damping behavior is controllable. The real vehicle wheels or their real wheel carriers are preferably connected to the frame via the real active dampers. In particular, the real active dampers or at least one damper control unit controlling them is connected to the simulator. Preferably, the real active dampers and / or their damping behavior, in particular analogous to the virtual active dampers, are or can be controlled by the simulator, for example, with the interposition of at least one damper control unit.

[0062] Preferably, the virtual chassis has at least one virtual steering actuator connected between the virtual chassis and / or the virtual chassis structure and the at least one virtual vehicle wheel of the virtual vehicle axle or its virtual wheel carrier, by means of which the at least one virtual vehicle wheel of the virtual vehicle axle can be steered or is being steered. Preferably, the at least one virtual steering actuator is or is controllable by the simulator.

[0063] The virtual chassis preferably has virtual steering actuators connected between the virtual chassis and / or the virtual chassis structure and the virtual vehicle wheels of the virtual vehicle axle or their virtual wheel carriers, by means of which the virtual vehicle wheels of the virtual vehicle axle can be steered or are steered. The virtual steering actuators are preferably controlled or can be controlled by the simulator. The real sub-chassis preferably has at least one real steering actuator connected between the frame and the at least one real vehicle wheel or its real wheel carrier, by means of which the at least one real vehicle wheel can be steered or is steered. In particular, the at least one real steering actuator or at least one steering actuator control unit controlling it is connected to the simulator.Preferably, the at least one real steering actuator, in particular analogous to the at least one virtual steering actuator, is or can be controlled by the simulator, for example with the interposition of the at least one steering actuator control unit.

[0064] Preferably, the real sub-chassis has real steering actuators connected between the frame and the real vehicle wheels or their real wheel carriers, by means of which the real vehicle wheels are steerable or are steered. In particular, the real steering actuators or at least one steering actuator control unit controlling them are connected to the simulator. Preferably, the real steering actuators, in particular analogous to the virtual steering actuators, are or can be controlled by the simulator, for example with the interposition of at least one steering actuator control unit.

[0065] The virtual chassis preferably has a virtual steering wheel, which is or can be rotated by the simulator, in particular depending on properties of the road surface, such as a curve, about a virtual steering wheel angle. Preferably, the at least one or each real steering actuator is or can be controlled by the simulator, in particular depending on the virtual steering wheel angle. Additionally or alternatively, the at least one or each real vehicle wheel is or can be steered by the test bench actuators, in particular depending on the virtual steering wheel angle, preferably about its or about one or about the respective wheel steering axis.

[0066] The virtual vehicle or the virtual chassis preferably comprises a virtual roll stabilizer, which is connected by virtual stabilizer arms to the virtual vehicle wheels of the virtual vehicle axle or to their virtual wheel carriers or the virtual chassis links and is preferably mounted on the virtual chassis and / or the virtual vehicle body. Advantageously, the virtual roll stabilizer is an active roll stabilizer, by means of which a virtual torque between the virtual stabilizer arms can be or is being changed. In particular, the virtual roll stabilizer is or is controlled by the simulator, preferably depending on the characteristics of the road surface.

[0067] The real sub-chassis preferably comprises a real roll stabilizer, which is connected to the real vehicle wheels or to their real wheel carriers or the real chassis links by real stabilizer arms and is preferably mounted on the frame. Advantageously, the real roll stabilizer is an active roll stabilizer, by means of which a real torque between the real stabilizer arms can be or is being changed. In particular, the real roll stabilizer or at least one stabilizer control unit controlling it is connected to the simulator. Preferably, the real roll stabilizer, in particular analogous to the virtual roll stabilizer, is or can be controlled by the simulator, for example, with the interposition of at least one stabilizer control unit.

[0068] The virtual vehicle preferably forms a digital twin of the vehicle or a real vehicle. The virtual vehicle preferably includes a digital twin of the real sub-chassis. The virtual roadway preferably forms a digital twin of the roadway or a real roadway.

[0069] The at least one physical property of the real sub-chassis preferably comprises at least one mechanical property of the real sub-chassis. For example, the at least one physical property of the real sub-chassis comprises the wheel travel of the at least one real vehicle wheel and / or the lateral force acting on the at least one real vehicle wheel and / or the longitudinal force acting on the at least one real vehicle wheel and / or the wheel steering angle of the at least one real vehicle wheel. The physical properties of the real sub-chassis preferably comprise mechanical properties of the real sub-chassis.For example, the physical properties of the real sub-chassis include, in particular, the wheel travel of the real vehicle wheels and / or, in particular, the lateral forces acting on the real vehicle wheels and / or, in particular, the longitudinal forces acting on the real vehicle wheels and / or, in particular, the wheel steering angles of the real vehicle wheels.

[0070] The manipulation and / or influencing of the vehicle simulation by the at least one measurement signal occurs, for example, by correcting at least one signal or value corresponding to the at least one measurement signal in the simulation based on the at least one measurement signal. For example, the manipulation and / or influencing of the vehicle simulation by the measurement signals occurs by correcting signals or values ​​corresponding to the measurement signals in the simulation based on the measurement signals.

[0071] The invention further relates in particular to an axle testing device with a simulator, by means of which a vehicle traveling on a roadway, in particular in the form of a virtual vehicle traveling on a virtual roadway, can be simulated, which vehicle has a plurality of virtual vehicle wheels, of which at least one is assigned to a virtual vehicle axle, wherein virtual excitations acting on the at least one virtual vehicle wheel of the virtual vehicle axle can be calculated by the simulator as a function of properties of the, in particular virtual, roadway.The axle testing device further comprises an axle test bench which has a frame, a real sub-chassis carried by the frame and having at least one real vehicle wheel which is assigned to a real vehicle axle, at least one sensor by means of which at least one physical property of the real sub-chassis can be detected and at least one measurement signal characterising this physical property can be provided, and test bench actuators connected to the at least one real vehicle wheel, by means of which the virtual excitations can be transferred as real excitations to the at least one real vehicle wheel and thereby the at least one physical property of the real sub-chassis can be changed, wherein the measurement signal can be fed to the simulator and the simulation, in particular of the vehicle, can be manipulated and / or influenced by the at least one measurement signal and / or as a function of the at least one measurement signal.

[0072] The method according to the invention is preferably carried out using the axle testing device according to the invention. In particular, the axle testing device according to the invention can be further developed according to all embodiments explained in connection with the method according to the invention. Furthermore, the method according to the invention can be further developed according to all embodiments explained in connection with the axle testing device according to the invention.

[0073] The invention is described below using a preferred embodiment with reference to the drawing. In the drawing:

[0074] Fig. 1 is a schematic plan view of a virtual vehicle,

[0075] Fig. 2 a perspective view of an axle test bench with a real partial chassis,

[0076] Fig. 3 is a schematic view of a wheel suspension of the real sub-chassis,

[0077] Fig. 4 is a schematic view of an apparatus for carrying out the method according to the invention,

[0078] Fig. 5 a front view of the axle test bench with the real sub-chassis and

[0079] Fig. 6 a top view of the axle test bench with the real partial chassis.

[0080] Fig. 1 shows a schematic plan view of a virtual vehicle 1, which has a virtual chassis 2 and a virtual running gear 3 with several virtual wheel suspensions 4, 5, 6 and 7, of which the virtual wheel suspensions 4 and 5 are assigned to a virtual front axle 8 and the virtual wheel suspensions 6 and 7 are assigned to a virtual rear axle 9. The virtual chassis 2 is formed in particular by a virtual vehicle body. Each virtual wheel suspension comprises a virtual vehicle wheel, wherein the virtual wheel suspension 4 has the virtual vehicle wheel 10, the virtual wheel suspension 5 has the virtual vehicle wheel 11, the virtual wheel suspension 6 has the virtual vehicle wheel 12 and the virtual wheel suspension 7 has the virtual vehicle wheel 13. The virtual vehicle 1 comprises a virtual steering wheel 14, to which a virtual steering wheel angle is assigned.Furthermore, a virtual vehicle longitudinal direction x', a virtual vehicle transverse direction y', and a virtual vehicle vertical direction z' are shown. The virtual vehicle 1 travels along a virtual roadway 15 at a virtual vehicle speed v in a virtual direction of travel F, which runs in particular in the virtual vehicle longitudinal direction x'.

[0081] The virtual wheel suspension 5 is preferably constructed laterally inverted to the virtual wheel suspension 4. Furthermore, the virtual wheel suspension 7 is preferably constructed laterally inverted to the virtual wheel suspension 6. In particular, the virtual front axle 8 is designed to be steerable. The virtual rear axle 9 is designed, for example, to be steerable or non-steerable. Apart from this, the virtual wheel suspensions 4, 5, 6, and 7 are, in particular, constructed similarly.

[0082] Fig. 2 shows a perspective view of an axle test bench 16, which has a frame 17 and several test bench actuators 18, 19, 20, 21, 22 and 23 as well as 24, 25, 26, 27, 28 and 29. The test bench actuators 20 and 26 are more clearly visible in Fig. 5 and Fig. 6.

[0083] The frame 17 supports a real sub-chassis 30 with two real vehicle wheels 31 and 32, which are assigned to a real vehicle axle 33. The real vehicle wheels 31 and 32 are each formed here, in particular, by a set of wheels. The real sub-chassis 30 comprises two real wheel suspensions 34 and 35 for the real vehicle wheels 31 and 32, with the real wheel suspension 34 connecting the real vehicle wheel 31 to the frame 17, and the real wheel suspension 35 connecting the real vehicle wheel 32 to the frame 17. Furthermore, a real longitudinal direction x, a real transverse direction y, and a real vertical direction z are shown. Fig. 3 shows a schematic view of the real wheel suspension 34, which has a real wheel carrier 36 which is connected by a real joint 37 to a real chassis link 38, preferably designed as a wishbone, the end of which facing away from the real wheel carrier 36 is articulated to the frame 17 by at least one real joint 39.Furthermore, the real wheel carrier 36 is connected, in particular fixedly, to a real spring strut 40, the end of which facing away from the real wheel carrier 36 is connected to the frame 17 by a real spring strut support bearing 41. The real spring strut 40 comprises a real vehicle spring 42 and a real damper 43, which is surrounded in particular by the real vehicle spring 42, preferably designed as a helical spring. The real vehicle wheel 31 is assigned a real wheel axle 44, which in particular forms an axis of symmetry of the real vehicle wheel 31. Preferably, a real wheel bearing 45 is fastened to the real wheel carrier 36, by means of which the real vehicle wheel 31 is mounted on the real wheel carrier 36, in particular rotatable about the real wheel axle 44. The real wheel axle 44 can thus also be referred to, for example, as a real wheel rotation axis. Furthermore, a real tie rod 46 is connected to the real wheel carrier 36 by means of a real joint 47.The real vehicle wheel 31 and / or the real wheel carrier 36 are in particular steerable about a real wheel steering axis 48.

[0084] A ride height sensor 49 is provided on the real joint 39, by means of which a real wheel lift h of the real vehicle wheel 31 can be detected with respect to a reference position 50 by measuring an angle α enclosed between the frame 17 and the real chassis link 38, and a wheel lift signal Sh characterizing this real wheel lift h can be provided. The reference position 50 is, in particular, fixed to the frame 17. Alternatively, the ride height sensor can also be provided on the real joint 37 or implemented in another way. Preferably, a corresponding ride height sensor is provided in the other real wheel suspension 35, by means of which a real wheel lift of the real vehicle wheel 32 can be detected and a wheel lift signal characterizing this real wheel lift can be provided. In order to be able to distinguish the ride height sensors from one another, the ride height sensor provided in the real wheel suspension 34 is also designated by the reference numeral 49.a, and the ride height sensor provided in the actual wheel suspension 35 is designated by reference numeral 49. b. The same applies to the wheel lift signals, which are subsequently designated Sh. a and Sh. b, with the letter a after the dot indicating the wheel suspension 34 and the letter b after the dot indicating the wheel suspension 35 (see Fig. 4).

[0085] Furthermore, a multi-dimensional acceleration sensor 51 is provided on the real wheel carrier 36, by means of which accelerations acting on the real wheel carrier 36 in three spatial directions can be detected and acceleration signals Sax, Say, Saz characterizing these accelerations can be provided. For example, in particular in an unsteered state of the real vehicle wheel 31, the acceleration signal Sax characterizes the acceleration in the longitudinal direction x, the acceleration signal Say characterizes the acceleration in the transverse direction y, and the acceleration signal Saz characterizes the acceleration in the vertical direction z. Preferably, a corresponding acceleration sensor is provided in the other real wheel suspension 35, by means of which accelerations acting on the real wheel carrier of the real wheel suspension 35 in three spatial directions can be detected and acceleration signals characterizing these accelerations can be provided.To distinguish the acceleration sensors from one another, the acceleration sensor provided in the actual wheel suspension 34 is also designated by reference numeral 51.a, and the acceleration sensor provided in the actual wheel suspension 35 is designated by reference numeral 51.b. The same applies to the acceleration signals, which are subsequently designated Sax.a, Say.a, and Saz.a, as well as Sax.b, Say.b, and Saz.b, where the letter a after the dot indicates the wheel suspension 34, and the letter b after the dot indicates the wheel suspension 35 (see Fig. 4).

[0086] Preferably, a wheel steering angle sensor 52 is provided on the real joint 37, by means of which a real wheel steering angle of the real vehicle wheel 31 about the real wheel steering axis 48 can be detected and a wheel steering angle signal Sw characterizing this real wheel steering angle can be provided. Preferably, a corresponding wheel steering angle sensor is provided on the other real wheel suspension 35, by means of which a wheel steering angle of the real vehicle wheel 32 can be detected and a wheel steering angle signal characterizing this wheel steering angle can be provided. In order to be able to distinguish the wheel steering angle sensors from one another, the wheel steering angle sensor provided in the real wheel suspension 34 is also designated by the reference numeral 52.a and the wheel steering angle sensor provided in the real wheel suspension 35 is designated by the reference numeral 52.b. The same applies to the wheel steering angle signals, which are consequently designated Sw.a and Sw.b, where the letter a after the dot indicates the wheel suspension 34 and the letter b after the dot indicates the wheel suspension 35 (see Fig. 4).

[0087] The real damper 43 is, in particular, an active damper whose damping behavior is controllable. A corresponding damper is preferably provided in the other real wheel suspension 35. To distinguish the dampers from one another, the damper provided in the real wheel suspension 34 is also designated by reference numeral 43.a, and the damper provided in the real wheel suspension 35 is designated by reference numeral 43.b.

[0088] The real wheel suspension 35 is preferably constructed laterally inverted to the real wheel suspension 34. Apart from this, the real wheel suspensions 34 and 35 are, in particular, constructed identically. The real vehicle axle 33 is preferably designed to be steerable. According to a possible alternative, the real vehicle axle 33 is designed to be non-steerable, for example.

[0089] As can be seen from Fig. 4, the ride height sensors 49.a and 49.b, the acceleration sensors 51.a and 51.b, and preferably also the wheel steering angle sensors 52.a and 52.b are connected to a simulator 53, which is further connected to the test bench actuators 18, 19, 20, 21, 22, and 23, as well as 24, 25, 26, 27, 28, and 29. The simulator 53 is advantageously also connected to the real dampers 43.a and 43.b and controls their damping behavior. The simulator 53 comprises, in particular, a digital computer 54.

[0090] Preferably, a lateral force sensor 56 is provided, preferably connected to the simulator 53, by means of which a real lateral force acting on the real vehicle wheel 31 is detected and a lateral force signal Sq characterizing this real lateral force is provided. Preferably, a lateral force sensor is also provided, preferably connected to the simulator 53, by means of which a real lateral force acting on the real vehicle wheel 32 is detected and a lateral force signal characterizing this real lateral force is provided. In order to be able to differentiate between the lateral force sensors and the lateral force signals, the lateral force sensor detecting the real lateral force of the vehicle wheel 31 is designated, for example, by the reference numeral 56.a, and the lateral force sensor detecting the real lateral force of the vehicle wheel 32 is designated, for example, by the reference numeral 56.b.Accordingly, the lateral force signal characterizing the real lateral force acting on the real vehicle wheel 31 is designated, for example, with the reference symbol Sq.a and the lateral force signal characterizing the real lateral force acting on the real vehicle wheel 32 is designated, for example, with the reference symbol Sq.b.

[0091] In particular, a longitudinal force sensor 57 is provided, preferably connected to the simulator 53, by means of which a real longitudinal force acting on the real vehicle wheel 31 is detected and a longitudinal force signal S1 characterizing this real longitudinal force is provided. Preferably, a longitudinal force sensor is also provided, preferably connected to the simulator 53, by means of which a real longitudinal force acting on the real vehicle wheel 32 is detected and a longitudinal force signal characterizing this real longitudinal force is provided. In order to be able to distinguish between the longitudinal force sensors and the longitudinal force signals, the longitudinal force sensor detecting the real longitudinal force of the vehicle wheel 31 is designated, for example, by the reference numeral 57.a, and the longitudinal force sensor detecting the real longitudinal force of the vehicle wheel 32 is designated, for example, by the reference numeral 57.b.Accordingly, the longitudinal force signal characterizing the real longitudinal force acting on the real vehicle wheel 31 is designated, for example, with the reference symbol Sl.a and the longitudinal force signal characterizing the real longitudinal force acting on the real vehicle wheel 32 is designated, for example, with the reference symbol Sl.b.

[0092] The method according to the invention is described below according to one embodiment.

[0093] The simulator 53 simulates a journey of the virtual vehicle 1 on the virtual roadway 15, with the real vehicle axle 33 representing the virtual front axle 8 of the virtual vehicle 1 in reality. Alternatively, it is possible, for example, for the real vehicle axle 33 to represent the virtual rear axle 9 of the virtual vehicle 1 in reality.

[0094] Depending on the virtual roadway 15, the simulator 53 calculates virtual excitations acting on the virtual vehicle wheels 10 and 11 and controls the test bench actuators accordingly, so that the virtual excitations are transferred as real, mechanical excitations to the real vehicle wheels 31 and 32 by means of the test bench actuators, whereby the physical properties of the real sub-chassis 30 change. The physical properties include, for example, the real wheel stroke of each real vehicle wheel and / or the real wheel steering angle of each real vehicle wheel and / or a real lateral force acting on each real vehicle wheel and / or a real longitudinal force acting on each real vehicle wheel. These physical properties, or at least a part of them, are or will be, for example,by means of the ride height sensors 49 and / or by means of the acceleration sensors 51 and / or by means of the wheel angle sensors 52 and / or by means of the lateral force sensors 56 and / or by means of the longitudinal force sensors 57. Additionally or alternatively, the physical properties, or at least some of them, are detected, for example, by sensors 55 provided on the test bench actuators, which in particular provide actuation state signals Sb characterizing the actuation states of the test bench actuators and are preferably connected to the simulator 53. The actuation state signal Sb1 characterizes the actuation state of the test bench actuator 18, the actuation state signal Sb2 characterizes the actuation state of the test bench actuator 19, and so on, up to the actuation state signal Sb12 characterizing the actuation state of the test bench actuator 29. Accordingly, the sensor provided on the test bench actuator 18 is designated by reference number 55.1 , the sensor provided on the test bench actuator 19 is designated by the reference numeral 55.2 and so on, up to the sensor provided on the test bench actuator 29, which is designated by the reference numeral 55.12.

[0095] The measurement signals characterizing the physical properties of the real sub-chassis 30 are fed to the simulator 53, whereby the simulation of the vehicle 1 is manipulated and / or influenced depending on the measurement signals. This makes it possible, in particular, to test the real vehicle axle 33 in a realistic manner. Furthermore, it is possible, for example, to estimate the influence of the real vehicle axle 33 on the behavior of a real vehicle under different environmental conditions.

[0096] Reference symbol virtual vehicle virtual chassis / virtual vehicle body virtual chassis virtual wheel suspension virtual wheel suspension virtual wheel suspension virtual front axle virtual rear axle virtual vehicle wheel virtual vehicle wheel virtual vehicle wheel virtual steering wheel virtual roadway

[0097] axle test bench

[0098] frame

[0099] Test bench actuator

[0100] Test bench actuator

[0101] Test bench actuator

[0102] Test bench actuator

[0103] Test bench actuator

[0104] Test bench actuator

[0105] Test bench actuator

[0106] Test bench actuator

[0107] Test bench actuator

[0108] Test bench actuator

[0109] Test bench actuator

[0110] Test bench actuator real sub-chassis real vehicle wheel 2 real vehicle wheel 3 real vehicle axle 4 real wheel suspension 5 real wheel suspension 6 wheel carrier 7 joint 8 chassis link 9 joint 0 strut 1 strut support bearing 2 vehicle spring 3 damper 4 wheel axle 5 wheel bearing 6 tie rod 7 joint 8 wheel steering axle 9 ride height sensor

[0111] 50 Reference position

[0112] 51 Accelerometer

[0113] 52 Wheel steering angle sensor

[0114] 53 Simulator

[0115] 54 digital computers

[0116] 55 Sensor

[0117] 56 Lateral force sensor

[0118] 57 Longitudinal force sensor

[0119] F virtual direction of travel h wheel stroke

[0120] Sa acceleration signal

[0121] Sh wheel lift signal

[0122] Sl longitudinal force signal

[0123] Sq lateral force signal Sw wheel steering angle signal v virtual vehicle speed x real longitudinal axis y real transverse axis z real vertical axis x' virtual vehicle longitudinal axis y' virtual vehicle transverse axis z' virtual vehicle vertical axis

Claims

Patent claims 1. Method for axle testing, wherein a simulator (53) is provided, by means of which a vehicle (1) traveling on a roadway (15) is simulated in the form of a virtual vehicle traveling on a virtual roadway, which vehicle has a plurality of virtual vehicle wheels (10, 11, 12, 13), of which at least one (10) is assigned to a virtual vehicle axle (8), wherein virtual excitations acting on the at least one virtual vehicle wheel (10) of the virtual vehicle axle (8) are calculated by the simulator (53) as a function of properties of the virtual roadway (15), characterized in that an axle test bench (16) is provided, which comprises a frame (17), a real sub-chassis (30) carried by the frame (17) and having at least one real vehicle wheel (31) assigned to a real vehicle axle (33), at least one sensor (49), by means of which at least one physical property (h) of the real sub-chassis (30) and has test bench actuators (18, 19, 20, 21, 22, 23) connected to the at least one real vehicle wheel (31), by means of which the virtual excitations are transmitted as real excitations to the at least one real vehicle wheel (31 ) and thereby the at least one physical property (h) of the real sub-chassis is changed, wherein the at least one physical property (h) of the real sub-chassis (30) is detected by means of the at least one sensor (49) and at least one measurement signal (Sh) characterizing this physical property (h) is provided, which is fed to the simulator (53), and the simulation of the vehicle (1 ) is manipulated by the at least one measurement signal (Sh).

2. Method according to claim 1, characterized in that the virtual vehicle (1) travels at a virtual vehicle speed (v) and the virtual excitations acting on the at least one virtual vehicle wheel (10) of the virtual vehicle axle (8) are additionally calculated by the simulator (53) as a function of the virtual vehicle speed (v).

3. Method according to claim 1 or 2, characterized in that the at least one real vehicle wheel (31) is articulated to the frame (17) by at least one real chassis link (38) so as to be movable in a real vertical direction (z), the at least one real vehicle wheel (31) is assigned a real wheel stroke (h) characterizing its real distance from the frame (17) in the real vertical direction (z), the at least one sensor comprises at least one height level sensor (49) by means of which the real wheel stroke (h) of the at least one real vehicle wheel (31) is detected and at least one wheel stroke signal (Sh) characterizing this real wheel stroke (h) is provided, and the at least one measurement signal comprises the at least one wheel stroke signal (Sh).

4. Method according to one of the preceding claims, characterized in that at least one real wheel steering angle is assigned to the at least one real vehicle wheel (31), which characterizes an inclination of the at least one real vehicle wheel (31) to a real longitudinal direction (x), the at least one sensor comprises at least one wheel steering angle sensor (52), by means of which the real wheel steering angle of the at least one real vehicle wheel (31) is detected and at least one wheel steering angle signal (Sw) characterizing this real wheel steering angle is provided, and the at least one measurement signal comprises the at least one wheel steering angle signal (Sw).

5. Method according to one of the preceding claims, characterized in that at least one real lateral force acts on the at least one real vehicle wheel (31), the at least one sensor comprises at least one lateral force sensor (56), by means of which the real lateral force acting on the at least one real vehicle wheel (31) is detected and at least one lateral force signal (Sq) characterizing this real lateral force is provided, and the at least one measurement signal comprises the at least one lateral force signal (Sq).

6. Method according to one of the preceding claims, characterized in that at least one real longitudinal force acts on the at least one real vehicle wheel (31), the at least one sensor comprises at least one longitudinal force sensor (57), by means of which the real longitudinal force acting on the at least one real vehicle wheel (31) is detected and at least one longitudinal force signal (Sl) characterizing this real longitudinal force is provided, and the at least one measurement signal comprises the at least one longitudinal force signal (Sl).

7. Method according to one of the preceding claims, characterized in that the at least one real vehicle wheel is connected to the frame (17) by at least one real active damper (43) whose damping behavior is controllable, and the at least one real active damper (43) is connected to the simulator (53) and is controlled by it.

8. Method according to one of the preceding claims, characterized in that the real excitations comprise real forces acting on the at least one real vehicle wheel (31) and / or real moments acting on the at least one real vehicle wheel (31).

9. Method according to one of the preceding claims, characterized in that the virtual excitations are caused by virtual unevenness and / or virtual curves in the virtual roadway (15).

10. Axle testing device with a simulator (53), by means of which a vehicle (1) traveling on a roadway (15) can be simulated in the form of a virtual vehicle traveling on a virtual roadway, which has a plurality of virtual vehicle wheels (10, 11, 12, 13), of which at least one (10) is assigned to a virtual vehicle axle (8), wherein virtual excitations acting on the at least one virtual vehicle wheel (10) of the virtual vehicle axle (8) can be calculated by the simulator (53) as a function of properties of the virtual roadway (15), characterized by an axle test stand (16) which has a frame (17), a real sub-chassis (30) carried by the frame (17) and having at least one real vehicle wheel (31) assigned to a real vehicle axle (33), at least one sensor (49),by means of which at least one physical property (h) of the real sub-chassis (30) can be detected and at least one measurement signal (Sh) characterising this physical property (h) can be provided, and test bench actuators (18, 19, 20, 21, 22, 23), by means of which the virtual excitations can be transferred as real excitations to the at least one real vehicle wheel (31) and thereby the at least one physical property (h) of the real sub-chassis is changeable, wherein the measurement signal (Sh) can be fed to the simulator (53) and the simulation of the vehicle (1) can be manipulated by the at least one measurement signal (Sh).

11. Axle testing device according to claim 10, characterized in that the at least one real vehicle wheel (31) is articulated to the frame (17) by at least one real chassis link (38) so as to be movable in a real vertical direction (z), the at least one real vehicle wheel (31) is assigned a real wheel stroke (h) characterizing its real distance from the frame (17) in the real vertical direction (z), the at least one sensor comprises at least one height sensor (49) by means of which the real wheel stroke (h) of the at least one real vehicle wheel (31) can be detected and at least one wheel stroke signal (Sh) characterizing this real wheel stroke (h) can be provided, and the at least one measurement signal comprises the at least one wheel stroke signal (Sh).

12. Axle testing device according to claim 10 or 11, characterized in that the at least one real vehicle wheel (31) is assigned at least one real wheel steering angle which characterizes an inclination of the at least one real vehicle wheel (31) to a real longitudinal direction (x), the at least one sensor comprises at least one wheel steering angle sensor (52) by means of which the real wheel steering angle of the at least one real vehicle wheel (31) can be detected and at least one wheel steering angle signal (Sw) characterizing this real wheel steering angle can be provided, and the at least one measurement signal comprises the at least one wheel steering angle signal (Sw).

13. Axle testing device according to one of claims 10 to 12, characterized in that at least one real lateral force acts on the at least one real vehicle wheel (31), the at least one sensor comprises at least one lateral force sensor (56) by means of which the real lateral force acting on the at least one real vehicle wheel (31) can be detected and at least one lateral force signal (Sq) characterizing this real lateral force can be provided and the at least one measurement signal comprises the at least one lateral force signal (Sq).

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