• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Drive train test stand (12) for testing the drive train of a vehicle (2) by means of a test wheel (1), wherein a tire support (41) for the arrangement of the test wheel (1) is displaceably mounted at least in the longitudinal and transverse directions of the test wheel (1) Tire support (41) by means of a suspension structure (42) is displaceable about an initial position.
    公开号:AT512428A1
    申请号:T501052012
    申请日:2011-10-11
    公开日:2013-08-15
    发明作者:Wilfried Dipl Ing Dr Rossegger；Michael Dipl Ing Fh Wastian；Gerald Dipl Ing Tatschl；Oliver Dipl Ing Fh Dr Techn Lampl；Roman Dipl Ing Fh Jaritz
    申请人:Seibt Kristl & Co Gmbh；
    IPC主号:
    专利说明:

    1
    The invention relates to a powertrain test stand for testing the drive train of a vehicle by means of a test wheel, which has a wheel hub which is rotatably connected to a side shaft of the vehicle, and a rim, which is rotatably connected in a test position with the wheel hub.
    From DE 41 36 508 Al a motor vehicle dynamometer is known in which loading machines are used to load opposite wheel drive shafts of a motor vehicle. Each loading machine is rotatably connected via a double universal joint shaft with the associated wheel drive shaft. The normal vehicle wheels are replaced by special vehicle wheels for the simulation on the test bench. The vehicle wheels are here on supports that can be pneumatically or hydraulically offset in vertical vibrations to simulate different road conditions, vehicle speeds or the like. Disadvantageously, however, this vehicle movements can not be compensated so that instabilities can occur in test mode.
    In contrast, the present invention aims to provide a powertrain test stand of the initially mentioned kind, with which a stable mounting of the test wheel during the test operation can be achieved.
    For this purpose, a tire support for the arrangement of the test wheel is displaceably mounted at least in the longitudinal and in the transverse direction of the test wheel. In the powertrain test, the tire support can thus participate in the movements of the test wheel.
    According to a first preferred embodiment, the tire support is displaceable about a starting position by means of a suspended construction.
    The suspended structure preferably has at least one, in each case connected to the tire support and a floor console, preferably a rod-shaped upright element which is connected to at least one hanging element, in particular a cable, around which
    SUBSEQUENT
    1 ^ 2012/50105 2
    Return tire pad to its original position.
    According to a further preferred embodiment, linear guides for longitudinally or transversely displaceable mounting of the tire support are provided, which are preferably connected to spring elements, in particular centering springs, for centering the tire support in a starting position.
    According to a further preferred embodiment, the tire support on a stationary frame surrounding a tire support plate, which is arranged floating on spring elements, in particular elastically resilient plastic elements.
    The drive train test stand according to the invention is preferably used with a test wheel, which has a wheel hub which is non-rotatably connectable to a side shaft of the vehicle, and a wheel rim which is rotatably connected to the wheel hub in a test position.
    The use of such test bench vehicle wheels with rotatably mounted rim parts are a significant advance over known test systems, since the vehicle weight can be transmitted during the testing process on the vehicle to the ground.
    A disadvantage of the known test bench-vehicle wheels, however, is the fact that these wheels are not suitable for a ferry, so that the vehicle must be lifted with considerable effort in the test to connect the Radantriebswellen with the loading machines.
    To solve this problem is preferably a lock mounted on the wheel hub and the rim, that in a mounted blocking division, the rotatable connection between the wheel hub and the rim is locked.
    By attaching the lock on the test wheel of the rim is in the mounted locking position rotatably relative to the wheel hub arranged LACHESICHT L · ·· 3 arranged so that the rim or a so connected via a rim base vehicle tire can join the rotational movement of the driven wheel hub. Thus, the vehicle can enter its own power in the powertrain, which is accessible for example via a ramp. After reaching the parking position, the lock can be removed to release the rotatable connection between the wheel hub and the rim. In the test position, the test wheel is connected to a load machine to analyze a rotational movement of the side shaft. In the test position, the rotational movement of the side shaft or the wheel hub is decoupled from the radially outer wheel parts (wheel rim, rim base and tires), so that the test wheel can be arranged resting on the ground. This arrangement is particularly advantageous because the contact forces can be introduced via the test wheels in the chassis; In contrast, the vehicle must be supported in conventional test stands at suitable receiving points of the chassis, which may affect the test results. Accordingly, it can be easily and reliably changed between a test operation in which the test wheel is used without a lock and a ferry operation in which the rotatable connection between the wheel hub and the wheel rim is blocked by means of the lock. This can be used on the one hand, the advantages of a test wheel with a rotatably mounted relative to the tire wheel hub; On the other hand, can be dispensed with a separate lifting aid for stationing the vehicle in the test.
    To attach the lock on demand on the test wheel and remove it again, it is advantageous if the lock has releasable connection means which are positively and / or frictionally connected in the mounted blocking position with corresponding connection means of the wheel hub or the rim. By using detachable connection means can be changed at any time between a ferry and a test operation. In addition, the cost of assembly or disassembly of the lock can be kept low, whereby the processes are simplified in the test center. The releasable connecting means are adapted to rotationally fixed in the assembled locking division wheel hub and rim
    NACHG 4 to connect. Thus, the rotation of the side shaft is transmitted in the mounted blocking division via the hub to the rim, so that a ferry operation is enabled.
    According to a preferred embodiment of the lock, the releasable connection means on locking means, in particular in the manner of a locking bolt or a bolt receptacle, which are locked in the mounted blocking division with corresponding locking means of the test wheel, in particular the wheel rim. In this case, the locking preferably takes place deviating from the direction of rotation of the test wheel, so that the positive connection between the locking means is not loosened or released by the rotation of the test wheel during travel operation. Preferably, the lock has at least one locking pin, which is connected to a correspondingly shaped latch receptacle of the test wheel in order to produce a rotationally fixed connection between the lock and the associated part of the test wheel.
    To lock the lock on the test, it is advantageous if the locking means are designed as a plug connection. Accordingly, the corresponding locking means locking and test wheel in the manner of a male-female connection can be connected together. Hereby, the time required for the assembly or disassembly of the lock can be considerably reduced. The connector has in this case a plug in the manner of a locking bolt, which is brought into engagement with a corresponding socket or latch receptacle. The insertion direction of the plug connection preferably runs essentially parallel to the axis of rotation of the test wheel, so that the plug connection can be closed or released substantially perpendicular to the main plane of the test wheel.
    According to a preferred embodiment, the locking means are provided for the rotationally fixed connection between the lock and the wheel rim. In the mounted locking division of the wheel rim is taken from the co-rotating with the wheel hub lock. The locking means can advantageously be carried out in a particularly stable manner 5 in order to be able to transmit the comparatively large torques in the region of the wheel rim adjoining the wheel hub in the radial direction.
    Alternatively or additionally to the use of locking means, the releasable connection means may comprise a screw connection. The use of a screw connection can reliably prevent the test wheel from loosening or loosening during ferry operation.
    In order to block the lock in the mounted blocking division in the axial direction, it is advantageous if the screw connection is provided for the rotationally fixed connection between the lock and the wheel hub.
    For mounting or dismounting of the lock, it is advantageous if the lock has a particular pot-shaped sleeve part which is mounted in the mounted locking division on a connectable with a drive train test rig connection mechanism of the test. The connection mechanism may in this case have an axle shaft which is connected via a pivot bearing to a bearing bush of the wheel rim. The axle shaft may further comprise a connection flange for connection to a loading machine of the drive train test stand. Based on the vehicle-mounted position of the test wheel, the connection mechanism is preferably provided on the outside of the test wheel. In the mounted blocking position of the Anschlußme mechanism, which protrudes from the main plane of the Prüfrads, preferably completely disposed within the sleeve portion of the barrier, whereby a particularly stable arrangement is achieved.
    For stable fixation of the lock on the test wheel, it is advantageous if the sleeve part has a circumferential wall with a particular wedge-shaped contact surface, which rests in the mounted locking position on a corresponding contact surface of the test wheel, in particular of the wheel rim.
    NACHG 6
    For torque transmission between the Prüfrad and the lock in the mounted blocking division, it is advantageous if the circumferential wall of the sleeve part at least one, preferably several, in particular three, each projecting beyond the plane of the contact surface locking means which in the mounted locking division with corresponding locking means the test wheel, in particular the wheel rim, are connected.
    If the sleeve part has a base part with a recess for connecting the connection mechanism to a drive shaft of the drive train test bench, the drive train test bench can also be connected when the rotary connection between the wheel hub and the wheel rim is locked.
    According to a preferred embodiment of the test wheel, the wheel hub, as mentioned, on a connectable to a drive train test stand connection mechanism. The powertrain test stand in this case has a loading machine, which is connected via a drive shaft with the connection mechanism of the test wheel.
    To connect the powertrain test stand, it is particularly advantageous if the connection mechanism each having a non-rotatably connected to the side shaft of the vehicle or to the drive train dynamometer axle shaft which is connected via a rotary bearing, in particular a ball bearing, with a bearing bush of the rim. Alternatively, a roller or pivot bearing can be used.
    In order to connect the test wheel with a conventional vehicle, it is advantageous if a rim adapter is provided for connecting the Prüfrads with a wheel of the vehicle. Depending on the rim adapter and different test wheels can be connected to a specific wheel of the vehicle.
    The invention will be explained below with reference to the drawings illustrated embodiments, to which they are not intended to be limited. In detail shows:
    NACHG 7
    1 is a sectional view of a test wheel for testing the powertrain of a vehicle with a rotatable connection between the wheel hub and the rim, which can be blocked by means of a lock (shown in FIG. 1 prior to assembly);
    Figure 2 shows the test wheel of Figure 1, wherein the lock is connected in an assembled locking position with wheel hub and rim.
    3 is a perspective view of the test wheel without lock (see Fig. 1).
    Fig. 4 is a perspective view of the test wheel with lock (see Fig. 2);
    5 shows a perspective view of a drive train test stand according to the invention for testing a vehicle equipped with the test wheels according to FIGS. 1-4;
    6 schematically shows a test stand in which a test wheel is arranged on a suspension-mounted tire support;
    7 to 9 are views of an alternative embodiment of the tire support for supporting a rear wheel of the vehicle; and
    10 to 12 are views of an alternative embodiment of the tire pad for supporting a front wheel of the vehicle.
    In Fig. 1, a test wheel 1 for testing the drive train of a (in Fig. 1 partially apparent) vehicle 2 {see.
    Fig. 5). The test wheel 1, which is mounted on the vehicle 2 instead of a conventional vehicle wheel, has a wheel hub 3, which is non-rotatably coupled in the mounted state of the test wheel 1 with a side shaft 4 of the vehicle 2. To connect the Prüfrads 1 with a wheel 5 of the vehicle 2, a rim adapter 6 is provided, which is connected via fastening means 7 with the wheel 5. On the vehicle 2 itself no modifications are made so that on a
    ADDENDUM 8
    Explanation of in Fig. 1 schematically apparent vehicle components can be omitted.
    As further seen in Fig. 1, the test wheel 1 further includes a radially outwardly adjoining the wheel hub 3 rim 8, which connects the wheel hub 3 with a tire 10 carrying a rim base 9. In contrast to a conventional vehicle wheel, the wheel hub 3 of the test wheel 1 is rotatably mounted relative to the wheel rim 8 in the test position shown in FIG. Thus, a torque flow introduced from the side shaft 4 into the wheel hub 3 is decoupled from the wheel rim 8 and the rim base 9 or tire 10 connected thereto.
    1, the wheel hub 3 of the test wheel 1 has a connection mechanism 11 which is connected to a loading machine 31 (see FIG. 5) of a drive train test bench 12 (see FIG. is connectable. The connection mechanism 11 has an axle shaft 13, which in the assembled state of the test wheel 1 is in each case coupled in a rotationally fixed manner to the side shaft 4 of the drive train of the vehicle 2 or to a drive shaft (not shown) of the drive train test bench 12. The rotational movement of the side shaft 4 becomes the drive train simulation or, conversely, while the side shaft 4 of the vehicle 2 and the wheel hub 3 of the test wheel 1 are rotating, the rim 8 and the tire 10 are rotated about their axis of rotation 1 'by means of the link mechanism 11 Test stand resting on a substrate of the powertrain test stand 12. Thus, the contact forces of the vehicle 2 can be introduced via the individual test wheels 1 in the chassis of the vehicle 2.
    The use of known special rims with rotatably mounted rim parts is associated with the disadvantage that a equipped with such special wheels vehicle 2 must first be transported with great effort into the test bed before it can be started with the test. For this purpose, cranes or the like were usually used, which the procedures in the test
    POST 9 was delayed and complicate.
    To solve this problem, the test wheel 1 in the embodiment shown with a lock 14 is connected, which is mounted on demand on the test wheel to block the rotatable connection between the hub 3 and the rim ß. In the mounted blocking division of the lock 14, the rotational movement of the wheel hub 3 coupled to the side shaft 4 can thus be transmitted via the lock 14 to the wheel rim 8 and thus the tire 10. Thus, a ferry operation of the vehicle 2 is enabled. Accordingly, the vehicle 2 with mounted lock 14 can retract into the powertrain test stand 12 under its own power, before the lock 14 is removed in order to start the powertrain test. Thus, between a test operation, in which the hub 3 is rotatably mounted relative to the rim 8 and the tire 10, and a ferry operation, in which the tire 10 is driven via the rotationally fixed connection to the hub 3, be changed.
    As further seen from Fig. 1, the lock 14 is pushed in the direction of arrow 15 on the connection mechanism 11 of the Prüfrads 1 to lock the rotatable connection between the wheel hub 3 and rim 8. The lock 14 in this case has releasable connection means, which are brought into engagement with corresponding connection means of the wheel hub 3 and the rim 8. In the embodiment shown, the lock 14 further comprises a pot-shaped sleeve part 16, which surrounds the connection mechanism 11 of the wheel hub 3 in the mounted blocking position.
    As can be further seen from FIG. 1 and FIG. 2, latching means are provided on the test wheel 1 for the detachable arrangement of the lock 14, on the one hand, and locking means which are locked in the mounted locking position with corresponding locking means of the test wheel. In the embodiment shown, the locking means of the lock 14 at least one (preferably a plurality of) locking pin 17, which in each case in a corresponding latch receptacle 18 of the rim 8 can be locked. The locking pin 17 and the associated latch receptacle 18 are in this case as a plug-socket
    NACHGE 10
    Connection executed; in the embodiment shown, the insertion direction runs essentially parallel to the axis of rotation 1 'of the test wheel 1 (see arrow direction 15).
    As is further apparent from FIGS. 1, 2, the sleeve part 16 has a circumferential wall 19, which projects upwards at a right angle from a bottom part 20. The circumferential wall 19 of the sleeve member 16 has at its free end on a contact surface 21 which rests in the mounted blocking division on a correspondingly shaped contact surface 22 of the rim 8 (see Fig. 2). In the embodiment shown, the contact surfaces 21, 22 are formed as compared to the main plane of the rim 8 inclined wedge surfaces, whereby the stability of the arrangement is increased. The peripheral wall 19 also has locking means in the form of locking pins 17, which protrude beyond the contact surface 21 of the peripheral wall 19 and are inserted into the correspondingly shaped locking receptacle 18. In the embodiment shown, the locking pin 17 and the latch receiving means 18 each have a substantially circular cross-section; Of course, however, differently shaped locking bolt (for example, with square or rectangular cross-section) may be provided. In the mounted blocking position, a rotational movement of the lock 14 is transmitted to the rim 8 via the locking means.
    As further seen in Fig. 2, for releasable mounting of the lock 14 on the test wheel 1 further screw 23 is provided, each having a screw means 24 through a corresponding opening 25 of a mounting flange 27 of the axle 13 and an opening 26 of the bottom part 20th of the sleeve part 16 protrudes. The screw 23 cause a rotationally fixed coupling between the hub 3 and the lock 14, so that the rotational movement of the hub 3 is transmitted in the mounted blocking division on the lock 14 on the rim 8.
    As is further apparent from FIGS. 1, 2, the bottom part 20 of the sleeve part 16 furthermore has a central recess 28, so that the connection mechanism 11 may also be provided with a central recess 28.
    NACHGE 11 tierter lock 14 with the powertrain test 12 is connectable.
    1, 2 further, a ball bearing 29 is provided for rotatably supporting the wheel hub 3 relative to the wheel rim 8, which is arranged between the axle shaft 13 and a bearing bush 30 of the rim 8. The bearing bush 30 of the wheel rim 8 has a hollow cylindrical receptacle in which the axle shaft 13 is rotatably supported by means of the ball bearing 29.
    3, a plurality of circumferentially distributed locking receptacles 18 are provided in the wedge-shaped inclined contact surface 22 of the Radkranzes 8, which are connectable to the locking pin 17 of the lock 14. Depending on the design, a separate locking pin 17 may be provided for each latch receptacle 18; Alternatively, a smaller number of locking pins 17 may be provided, so that different insertion positions are provided. In the embodiment shown, three locking pins 17 are provided, which are inserted in the assembled blocking position (FIG. 4) in each case in a corresponding locking receptacle 18.
    As further seen in Fig. 4, in the bottom portion 20 of the barrier 14 are provided a plurality of, in the embodiment shown, four openings 26 for the passage of screw means 24 (not shown). The openings 26 in the form of oblong holes have a circular arc-shaped curved course. Thus, a screw means 24, which has been arranged in a circular opening 25 of the connecting flange 27, are displaced within the associated opening 26 of the lock 14, before the screw connection 23 is tightened.
    FIG. 5 schematically shows a powertrain test stand 12, which has four loading machines 31 which are each connected to a test wheel 1 mounted on the vehicle 2. The powertrain test bench 12 has ramps 32, via which the vehicle 2 is moved to the desired test position on the drive train tester.
    12 stand 12 can get. For this purpose, an above-described lock 14 is mounted on the test wheels 1, so that the vehicle 2 can drive in the assembled locking position of its own power in the drive train 12. To begin the powertrain test, the barriers 14 are removed before the loading machines 31 are connected to the test wheels 1 via the respective connection mechanism 11.
    As is further apparent from FIG. 5, the drive train test bench 12 has a space 33 lowered into the underground, which space is accessible via an inlet opening 33 '. The space 33 extends below the vehicle 2. Furthermore, an air supply device 34 connected to the space 33 can be seen schematically from FIG. 5, with which the underside of the vehicle 2 can be supplied with an air flow.
    As can further be seen from FIG. 5, each test wheel 1 of the vehicle 2 is arranged in the test position on a special tire support 41 which, in principle, can also be used independently of the test wheel 1 and the lock 14 described above. The tire support 41 is in this case displaceably mounted in the longitudinal and in the transverse direction of the vehicle 2. The displaceable mounting of the tire support 41 can in this case be realized in various ways, as will be explained in more detail with reference to the examples of FIGS. 6 to 12.
    As shown in FIG. 6, the powertrain test rig 12 includes a suspension structure 42 for suspending the tire pad 41. The hanging structure 42 has at least one, in the embodiment shown, two rod-shaped (s) upright element (s) 43, which is (s) attached to the tire support 41 and to a (shown schematically) bottom bracket 45 or are. The uprights 43 effect a support of the tire support 41 in the direction of arrow 43 '. Hanging elements 44, in particular in the form of cables, are also tensioned between the floor console 45 and the upright elements 43, with which the upright elements 43 and the tire rest 41 connected thereto are returned to the initial position shown when the tire rest 41 is tested in the course of the powertrain test
    NACHGE 13 is moved through the test wheel 1.
    As is further apparent from FIG. 6, a damper element 4 6 is additionally provided, with which the horizontal movement of the pillar element 43 is damped.
    The embodiment of FIG. 6 has the advantage that each test wheel 1 can move due to gravity independently of the other test wheels 1 in a stable position. The test wheels 1 of the vehicle 2 can move approximately counter-force both in the longitudinal and in the transverse direction. Thus, gravity leads to a natural stabilization of the position of each tire pad 41. This can be dispensed with the provided in conventional test benches support the vehicle 2 via stationary uprights from below.
    According to a further embodiment (not shown in the drawing), 41 linear guides are provided for longitudinally or transversely displaceable mounting of the tire support. In this embodiment, spring elements in the manner of centering springs may be provided for centering the tire support 41. For damping the horizontal movement, damper elements, e.g. be known per se oil flow damper, be provided.
    FIGS. 7 to 9 show a further embodiment of the tire support 41, which is preferably provided for supporting a rear tire of the vehicle 2. The tire support 41 has a frame 47 fixedly connected to the ground. The frame 47 surrounds a tire support plate 48, which is arranged floating on elastically resilient plastic elements 49, for example made of polyurethane. Alternatively, an arrangement of spring elements may be provided for the resilient arrangement of the tire support plate 48.
    As can be seen from FIGS. 7, 8, the frame 47 of the wheel support 41 in the embodiment shown also has a bevel 50 for forming a loading ramp.
    NACHQE 14
    As shown in Fig. 9, the tire support plate 48 in the embodiment shown further on a {schematically drawn te) surface roughening 51, which prevents slipping of a test wheel 1 arranged thereon.
    10 to 12 show a further embodiment of the Reifenauf läge 41, which is preferably for storage of a front tire of the vehicle 2 (in Fig. 11 schematically dash-dotted lines recorded) is provided. The tire support 41 in this case has tire support wedges 52, between which the tire 10 of the test wheel 1 is fixed {cf. Fig. 11).
    NACHGE
    权利要求:
    Claims (6)
    [1]
    1. A powertrain test stand (12) for testing the drive train of a vehicle (2) by means of a test wheel (1), characterized in that a tire support (41) for arranging the test wheel (1) at least in the longitudinal and in the transverse direction of the test wheel (1) is slidably mounted.
    [2]
    2. powertrain test stand (12) according to claim 1, characterized in that the tire support (41) by means of a suspension structure (42) is displaceable about an initial position.
    [3]
    3. powertrain test stand (12) according to claim 2, characterized in that the suspension structure (42) at least one respectively with the tire support (41) and a bottom console (45) connected, preferably rod-shaped upright element (43), which with at least one hanging element ( 44), in particular a cable, is connected to return the tire support (41) to the starting position.
    [4]
    4. powertrain test stand (12) according to claim 1, characterized in that linear guides for longitudinally or transversely displaceable mounting of the tire support (41) are provided, which are preferably connected to spring elements, in particular centering springs, for centering the tire support (41) in a starting position ,
    [5]
    5. powertrain test stand (12) according to claim 1, characterized in that the tire support (41) has a stationary frame (47) surrounding a tire support plate (48) floating on spring elements, in particular elastically resilient Kunststoffele-elements (49) is arranged.
    [6]
    6. powertrain test stand (12) according to one of claims 1 to 5, characterized in that the test wheel (1) a wheel hub (3) which is non-rotatably connected to a side shaft (4) of the vehicle (2), and a wheel rim (8 ) which is rotatably connected to the wheel hub (3) in a testing position. Λ REPLACED

    NACHGEF ^^^ J 10 2/4

    10

    Fig.4 §§ §§ f £ 3/4





    4.4

    48 41



    A drive train test stand (12) for testing the drive train of a vehicle (2) by means of a test wheel (1), characterized in that a tire support (41) for arranging the test wheel (1) at least in the longitudinal and in the transverse direction of the test wheel (1) is displaceably mounted, wherein the tire support (41) by means of a suspension structure (42) is displaceable about an initial position. 2. powertrain test stand (12) according to claim 1, characterized in that the suspension structure (42) at least one respectively with the tire support (41) and a bottom console (45) connected, preferably rod-shaped upright element (43), which with at least one hanging element ( 44), in particular a cable, is connected to return the Reifenaufläge (41) in the starting position. 3. powertrain test stand (12) according to claim 1 or 2, characterized in that the test wheel (1) a wheel hub (3) which is non-rotatably connected to a side shaft (4) of the vehicle (2) is connectable, and a wheel rim (8), which is rotatably connected to the wheel hub (3) in a test position. SUBSEQUENT
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE3040355A1|1980-10-25|1982-05-27|Vereinigte Flugtechnische Werke Gmbh, 2800 Bremen|Roller test facility for motor vehicles and chassis - has roller elements which are independently movable both in translation and in rotation|
    DE3507906A1|1985-03-06|1986-09-11|Daimler-Benz Ag, 7000 Stuttgart|Auxiliary device for motor-vehicle test stands|
    DE4136508A1|1991-11-06|1993-05-13|Renk Ag|Motor vehicle test bench with special wheel coupling - has inner section rotating with engine-driven shaft, and stationary outer section for vehicle support|
    DE102005042025A1|2005-09-02|2007-03-08|Dürr Assembly Products GmbH|Vehicle function test|
    US20100122574A1|2008-11-18|2010-05-20|Independent Administrative Institution National Traffic Safety And Environment Laboratory|Simulation wheel and vehicle testing apparatus|
    AT517842B1|2015-11-26|2017-05-15|Avl List Gmbh|test wheel|
    AT523301A1|2019-12-20|2021-07-15|Seibt Kristl & Co Gmbh|Connection device for shafts and shaft arrangement with a connection device|
    DE102020202512A1|2020-02-27|2021-09-02|Aip Gmbh & Co. Kg|Test bench for motor vehicles|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    AT501052012A|AT512428B1|2011-10-11|2011-10-11|Powertrain test bench for testing the powertrain of a vehicle|AT501052012A| AT512428B1|2011-10-11|2011-10-11|Powertrain test bench for testing the powertrain of a vehicle|
    PCT/AT2012/000255| WO2013052976A1|2011-10-11|2012-10-10|Drivetrain test stand|
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