• 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:
    In order to provide a highly dynamic test rig arrangement with which a simulation of realistic traffic scenarios and thus a test of driver assistance systems of a complete vehicle ready to drive (3) is made possible according to the invention on a vehicle test bench (1) a steering force module (2) is provided, which consists of a first body (21 ) and a relative thereto displaceable lateral force actuator (20), wherein the transverse force actuator (20) via a first mechanical interface (M1) with an unhooked tie rod (300) of the steering system (30) is connectable. The first base body (21) is mechanically connectable to a first fixed mounting point (P1), wherein a transverse force (Q) by a relative displacement of the transverse force actuator (20) to the first base body (21) is generated, whereby the transverse force (Q) to the Steering system (30) can be applied. Furthermore, a drive train module (4) is present which consists of a second base body (41) and a drive actuator (40) which can be rotated relative thereto, the drive actuator (40) being non-rotatably connected via a second mechanical interface (M2) to a drive axle (310) of the Drive train (31) is connectable and the second base body (41) with a second fixed mounting point (M2) is mechanically connectable, one of the transverse force (Q) independent torque (D) by a relative rotation of the drive actuator (40) to the second body (41) is generated, whereby the torque (D) to the drive axle (310) can be applied. The test rig assembly may be used to provide an integration, calibration, and test environment for driver assistance systems of a complete vehicle (3) that is ready to drive.
    公开号:AT518792A4
    申请号:T50809/2016
    申请日:2016-09-12
    公开日:2018-01-15
    发明作者:Ing Christian Schyr Dr；Dr Ing Düser Tobias；Ing Thomas Reinhold Weck Dipl；Schick Bernhard
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Summary
    In order to specify a highly dynamic test bench arrangement, with which a simulation of realistic traffic scenarios and thus a test of driver assistance systems of a ready-to-drive vehicle as a whole is made possible, according to the invention, a steering force module is present on a vehicle test bench, which consists of a first base body and a transverse force actuator which can be displaced relative to it, the Shear force actuator can be connected to a detached tie rod of the steering system via a first mechanical interface. The first base body can be mechanically connected to a first fixed mounting point, a transverse force being generated by a relative displacement of the transverse force actuator relative to the first base body, whereby the transverse force can be applied to the steering system. There is also a drive train module that consists of a second base body and a drive actuator that can be rotated relative to it, the drive actuator being rotatably connectable to a drive axis of the drive train via a second mechanical interface and the second base body being mechanically connectable to a second fixed mounting point, one of which is Torque independent of the transverse force is generated by a relative rotation of the drive actuator to the second base body, with which the torque can be applied to the drive axis. The test bench arrangement can be used to provide an integration, calibration and test environment for driver assistance systems of a ready-to-drive overall vehicle.
    Fig. 2
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    AV-3859 AT
    Modular test bench for ready-to-drive complete vehicles
    The present invention deals with a vehicle test bench for applying forces to a ready-to-drive overall vehicle, which has a steering system and a drive train, and the use of the vehicle test bench.
    In order to test driver assistance systems, such as anti-lock braking systems, cruise control, lane assistants, stabilization systems, etc., of a ready-to-drive overall vehicle, it is possible to simulate vehicle movements in a virtual environment with comprehensive road and traffic models. For this purpose, sensors installed in the vehicle (ultrasound sensors, cameras, radars, GPS trackers, etc.), as well as communication devices and communication protocols occurring in the vehicle, are both car-to-car (Car-to-Car, C2C) and infrastructure zu-Auto (Infrastructure-to-Car, I2C) connected to a simulation platform and emulated or simulated. In addition, it is desirable to operate the vehicle under the same energetic conditions as in a real driving test. This enables safety-critical driving maneuvers to be integrated into the simulation under reproducible conditions, including human interaction. The vehicle or a part thereof, for example a drive train, is built and operated on a test bench as real hardware. The forces, moments, etc. calculated in the simulation are impressed on the test bench by means of suitable actuators, so that the vehicle, which is stationary on the test bench, experiences the same driving conditions as the virtual vehicle in the simulation. For this purpose, forces and / or moments must be applied to the vehicle, in particular the drive train and the steering system, on the test bench.
    In principle, known test bench arrangements for applying forces to the
    Vehicle can be used. EP 1 596 179 A2, for example, describes a vehicle functional test bench in which loading devices are attached to the wheels, wheel flanges or wheel hubs, the loading devices being designed to be movable so that they can at least partially follow steering movements. This would enable a dynamic application of forces to the drive train.
    DE 20 2011 050 806 U1, on the other hand, describes a remote-controlled steering test bench for controlling a steering control device. For this purpose, a steering torque and a steering angle are measured on a steering device and occurring steering speeds and forces are evaluated. DE 10 2006 016 764 A1 also describes a similar method for testing the steering system of a motor vehicle
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    However, a steering system test bench or a powertrain test bench are not suitable for testing driver assistance systems, since only one force acts on the drive train or the steering system. In addition, these test benches are usually not intended for complete vehicles that are ready to drive.
    Test stands are also known which take into account both drive torques and steering torques. Although these test benches are suitable for ready-to-use complete vehicles, they are mainly used for quality control at the end of the vehicle production line, which is why they have a limited dynamic range and are unsuitable for test bench applications. EP 1 760 446 A2 shows such a vehicle test bench, in which two translational and one rotational degree of freedom are applied directly to the wheels, wheel flanges or wheel hubs. Since a highly dynamic connection is necessary for the simulation of realistic traffic scenarios, such systems are also unsuitable for testing driver assistance systems.
    It is therefore the object of the present invention to provide a highly dynamic test bench arrangement with which a simulation of realistic traffic scenarios and thus a test of driver assistance systems of a ready-to-drive overall vehicle is made possible.
    This object is achieved according to the invention by a vehicle test bench on which there is a steering force module which consists of a first base body and a transverse force actuator which can be displaced relative thereto, the transverse force actuator being connectable to a detached tie rod of the steering system via a first mechanical interface, and the first basic body can be mechanically connected to a first fixed mounting point, a transverse force being generated by a relative displacement of the transverse force actuator with respect to the first base body, whereby the transverse force can be applied to the steering system. There is also a drive train module that consists of a second base body and a drive actuator that can be rotated relative to it, the drive actuator being rotatably connectable to a drive axis of the drive train via a second mechanical interface and the second base body being mechanically connectable to a second fixed mounting point, one of which is Torque independent of the transverse force is generated by a relative rotation of the drive actuator to the second base body, with which the torque can be applied to the drive axis.
    The vehicle test bench according to the invention thus represents a highly dynamic test bench which allows the application of highly dynamic forces and accelerations to the ready-to-drive overall vehicle. In contrast, no dynamic application of forces would be provided on a stationary test bench. On the other hand, on a transient test bench, stationary and also low dynamic forces and accelerations on a / 16 2 '
    AV-3859 AT complete vehicle ready to drive. Low dynamic forces and accelerations have gradients that are lower than they usually occur in normal ferry operation, e.g. a constant acceleration of the vehicle from 0 to 100 km / h over 30 seconds - which could not simulate realistic ferry operations. In contrast, highly dynamic forces and movements, the application of which is permitted by the test bench according to the invention, can have gradients as high as are possible in real ferry operation. This concerns the simulation of e.g. slipping wheels, skidding, slalom rides, etc.
    A ready-to-drive vehicle is understood to mean a vehicle that is approved for public transport. Of course, a ready-to-drive vehicle must be tied to the test bench using hooks, screws, chains, etc. Rods for restraint are usually required on highly dynamic test benches, since they are stiffer than chain restraint and can therefore also withstand the high dynamics of the applied forces. Adapters on the wheel hub are often required; the wheels can also be removed. They are mechanical modifications that can be easily assembled and disassembled by a mechanic in the sense of a workshop test - e.g. it is also possible to unhook a tie rod. The entire vehicle thus remains ready to drive, as long as an intervention does not result in a new test for road approval or a subsequent acceptance by a designated authority, e.g. the TÜV, is necessary. Listening to buses or introducing signals onto buses, such as a CAN bus, is therefore also permitted. A permanent modification of the ready-to-drive vehicle, i.e. e.g. a bus that cannot be undone by workshop mechanics, i.e. however, causing the vehicle to lose road approval is not allowed.
    Due to the fact that the tie rod of the ready-to-drive vehicle is disengaged, the drive train and steering system can be subjected to individual forces or moments. A structural separation of the steering force module of the drive train module also enables decoupling of the longitudinal dynamics and transverse dynamics acting on the entire vehicle, or the steering system and the drive train of the entire vehicle, on the test bench side. The longitudinal dynamics are applied to the drive train via the highly dynamic drive actuator, the lateral dynamics are applied to the steering system via the tie rod via the highly dynamic lateral force actuator. This means that both higher longitudinal dynamics and higher lateral dynamics can be achieved than would be possible in systems in which the drive actuator and the lateral force actuator are coupled. This means that a vehicle can be simulated under the same energetic conditions as in real driving tests and thus also a realistic test of driver assistance systems.
    A second steering force module can also be present on the vehicle test stand according to the invention, which module consists of a third base body and a further transversely displaceable / 16 3 '
    AV-3859 AT
    There is a shear force actuator, the further shear force actuator being connectable to the detached tie rod of the steering system via a third mechanical interface, and the third base body being connectable to a third fixed mounting point, a further shear force being generated by a relative displacement of the further shear force actuator to the third base body, with which the additional lateral force can be applied to the steering system. This makes it possible, for example, to have different lateral forces act on the left and right side of the tie rod. Of course, the same lateral force can of course also be applied at different points on the tie rod in order, for example, to achieve a uniform force load, in particular on existing bearings.
    There may be a further drive train module on the vehicle test stand according to the invention, which consists of a fourth base body and a further axially rotatable drive actuator, the further drive actuator being connectable to the drive train of the vehicle via a fourth mechanical interface and the fourth base body being connectable to a fourth fixed mounting point is, a further torque independent of the transverse force is generated by a relative rotation of the further drive actuator to the fourth base body, with which the further torque can be applied to the drive train. This makes it possible, for example, to have different torques or the same torque act on the left and right drive axles of the drive train. This may be particularly necessary if the left and right drive axles are not rigidly connected, i.e. no potential lock is activated.
    The first fixed mounting point and / or the second fixed mounting point and / or the third fixed mounting point and / or the fourth fixed mounting point can each be located on the test bench or on the entire vehicle. The first and second or, if present, the third and / or fourth base body can of course also be directly connected or also identical. Quick coupling systems can be used for the mechanical interfaces as well as the assembly points for the quick assembly and disassembly of the ready-to-drive vehicle on the dynamometer.
    It is also possible for an existing torque module to be retrofitted by a steering force module in order to form a vehicle test bench according to the invention. A torque module is already present, for example, as part of a drive train test bench in the form of load machines. These load machines have a moment of inertia that corresponds to the real wheel. The use of a powertrain test bench as a torque module is of course only possible if the existing load machines meet the highly dynamic requirements. In drivetrain test benches, the load machines are connected to the wheel hubs or the wheel flanges of the vehicle, or with adapter disks attached to them, and enable realistic tire slip simulation when originally used. There are often shifting devices for the Lastmaschi-45/16
    AV-3859 AT available that allow adaptation to different vehicle dimensions.
    Vertical support of the vehicle chassis is usually provided by special bearing modules, which can be rotated around the longitudinal axis and allow the vehicle to be deflected realistically in the rest position. In addition, a pallet truck is usually used to insert or remove the
    Vehicle provided on the test bench.
    A torque module can also be present on a roller test bench, for example. A roller test bench has rollers with sliding covers in the longitudinal and transverse directions. The vehicle is tied to the rollers by chains or rods, with which a torque is applied via the rollers to the wheels of the vehicle and subsequently to the drive train. When using a powertrain test bench as a torque module, the highly dynamic requirements must also be met.
    For the attachment of the steering force module, for example, an available free space in the front area of the vehicle on the drive train test bench or roller test bench can be used.
    It should of course be ensured that both existing fans and the steering power module do not generate any malfunctions or incorrect detections of a radar emulator installed in the front area of the vehicle. A mechanic can install a steering force module according to the invention on a drive train test bench, roller test bench or the like within 30 minutes. Preferably, the assembly of the steering force module outside the test room, e.g. done on a lifting platform.
    Power electronics that test the vehicle test bench or a part thereof, e.g. the steering power module or the drive train module, supplied with power, can be integrated into a mechanical module present on the entire vehicle or can be accommodated outside the vehicle in a mobile or fixed cabinet or trolley. This cabinet can be used in the test room, but also in the control room, e.g. in a control cabinet or converter cabinet.
    A pivoting device can advantageously be provided for the steering force module and / or the drive train module, which enables the steering force module and / or the drive train module to be pivoted, preferably horizontally, from the entire vehicle. For this purpose, the swivel device is connected to the ready-to-drive entire vehicle and the steering force module or the drive train module. The use of a swivel device can e.g. be helpful for the introduction and removal of the ready-to-drive complete vehicle on or from the vehicle test stand, in particular if the swivel device is designed in such a way that no additional lifting or transport devices are necessary.
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    The steering wheel in the vehicle as a whole can be used by a real driver, depending on the situation, to exert a steering force on the steering axle, e.g. in the case of a takeover from an autonomous, i.e. electronically controlled, in manual ferry mode.
    A steering actuator is advantageously provided, which can be connected to a steering axis of the steering system and is designed to exert a steering force on the steering axis. In this case, the steering wheel would turn freely when a steering force was applied. A motor which is present in the overall vehicle, e.g. part of the power steering, as a steering actuator.
    A simulation unit can be present on the vehicle test bench according to the invention, which is connected or connectable to the steering force modules, the drive train modules and, if present, to the steering force modules, by means of these values for lateral force, torque and possibly steering force. The simulation unit can also be connected to sensors, such as ultrasound sensors, cameras, radars, GPS trackers, etc., of the ready-to-drive overall vehicle in order to produce the simulation environment on the sensor side as well. This connection can be made via actuators controlled by the simulation unit, which act on the sensors with external signals, which is possible, for example, with GPS or ultrasound sensors. With certain sensors (e.g. cameras), however, such an application of signals is not possible in a simple manner. Therefore, electrical signals specified by the simulation unit can also be fed in to simulate the sensors. This can be done by unplugging the existing sensors and the simulation module using suitable adapters with the plugs to which the respective sensor was connected. Alternatively, signals supplied by the simulation unit can also be fed into the bus after the sensor. This means that the simulation module can also control the sensors of the ready-to-drive complete vehicle and simulate desired driving situations. However, such an intervention in the sensors is only permitted if it can be undone by a mechanic, i.e. no subsequent acceptance is necessary. Of course, it is also possible to connect the simulation unit to a control unit of the ready-to-drive overall vehicle.
    The vehicle test bench according to the invention can be used to provide an integration, calibration and test environment for driver assistance systems of an entire vehicle. Longitudinal dynamics and lateral dynamics can be calculated, evaluated and applied independently of one another by the simulation unit and applied to the steering system or the drive train. A validation of the integrated systems and functions in complex test scenarios is nevertheless possible in the form of a holistic view. The higher dynamics achieved bridge the gap between a hardware-in-the-loop (HiL) test, in which the environment of the entire vehicle is simulated, and a real driving test, in which the actual environment of the overall vehicle acts in the form of forces / 16
    AV-3859 AT closed. This enables efficient and reproducible test operation of a fully integrated autonomous overall vehicle, in particular if sensors and / or control devices of the ready-to-drive overall vehicle are also connected to the simulation unit. The simulation model implemented on the simulation unit can also be integrated into an existing test bench control, or control it, for which purpose a corresponding signal interface for the higher level test bench automation may be necessary. In addition to simulating standard maneuvers of the entire vehicle, the dynamics of the lateral force actuators and drive actuators also allow maneuvers in the limit area, such as evasion tests, emergency braking, off-road driving, etc. Also maneuvers at maximum forces, e.g. a curb crossing would be conceivable. If a steering wheel actuator is available, this is of course also integrated into the simulation model implemented on the simulation unit, e.g. into a subordinate driver model. The steering wheel actuator can also be connected to an external driving simulator, on which a steering wheel with an actuator for operation by the real driver is built. The corresponding requirements for a real-time system are either integrated as a subsystem in the steering force module or integrated in the higher-level test bench control or the simulation unit. A corresponding signal interface must be provided to integrate the steering force module into the simulation model of the entire vehicle.
    The vehicle test bench can of course also be operated in the form of a pure control of the drive actuators and / or lateral force actuators without further simulation models. In addition, a vehicle model can be simulated or, as described above, the vehicle environment can be integrated using the simulation model.
    The present invention is explained in more detail below with reference to FIGS. 1 and 2, which show exemplary, schematic and non-limiting advantageous embodiments of the invention. It shows
    1 shows a vehicle test bench connected to a ready-to-drive overall vehicle with a steering force module and a drive train module,
    2 shows a vehicle test bench connected to a ready-to-drive overall vehicle, each with two steering force modules and drive train modules.
    1 shows a vehicle test bench 1 with a steering force module 2 and a drive train module 4, and a ready-to-drive overall vehicle 3 (which is only shown schematically and in part). The steering force module 2 is characterized by a first, fixedly arranged base body 21 and a transverse force actuator 20 which can be displaced transversely thereto.
    A shear force Q is thus a relative displacement of the shear force actuator 20 to the first
    Base body 21 can be generated. For this purpose, it is necessary that the first base body 21 having a first stationary mounting point P1, which is in this embodiment on Fahr8 / 16 7 '
    AV-3859 AT test bench 1 is connected. In this case, it is advantageous to arrange the first assembly point P1 or the first base body 21 with the transverse force actuator 20 so that they can be easily aligned with different types of overall vehicles 3. After the correct positioning of the first base body 21, it is locked in place on the vehicle test bench 1. Alternatively, it would also be possible, for example, to select the first mounting point P1 on the ready-to-drive overall vehicle 3. The transverse force actuator 20 is connected via a first mechanical interface M1 to a detached tie rod 300 of the steering system 30 of the entire vehicle 3, with which the transverse force Q can be applied to the tie rod 300 and thus to the steering system 30 of the ready-to-drive entire vehicle 3.
    The drive train module 4 has a second base body 41 and a drive actuator 40 which can be rotated relative thereto. In the same way, the second base body 41 is connected to a second fixed mounting point P2 on the vehicle test bench 1 or on the entire vehicle 3. The second base body 41 can also be designed to be positionable and lockable on the vehicle test bench 1. The drive actuator 40 is connected via a second mechanical interface M2 to a drive axle 310 of the drive train 31 of the ready-to-drive overall vehicle 3. The mechanical coupling can take place via known quick coupling systems. A torque D can thus be generated by rotating the drive actuator 40 relative to the second base body 41 and transmitted to the drive axle 310 via the second mechanical interface M2. The torque D can thus be introduced independently of the transverse force Q.
    A further embodiment can be found in FIG. 2, two steering force modules 2, 2 ″ and two drive train modules 4, 4 ″ being present in order to impress a lateral force Q and / or a torque D on both sides of the entire vehicle 3. The first and second steering force modules 2 and 2 ', as well as the first and second drive train modules 4 and 4' are configured in the same way as the first steering force module 2 in FIG. 1: Another transversely displaceable transverse force actuator 20 'is connected via a third mechanical interface M3 the detached tie rod 300 of the steering system 30 of the ready-to-drive complete vehicle. A third base body 21 'with a third fixed mounting point P4, here again connected to the ready-to-drive overall vehicle 3. A further transverse force Q ″ is generated by a relative displacement of the further transverse force actuator 20 ″ relative to the third base body 21 and is applied to the steering system 30 via a third mechanical interface via the tie rod 300. The further drive train module 4 consists of a fourth base body 41 ″ and a further axially rotatable drive actuator 40 ″. The further drive actuator 40 is connected to the drive train 31 of the ready-to-drive overall vehicle 3 via a fourth mechanical interface M4. The fourth base body 41 'is connected to a fourth fixed mounting point P4, which is again located here on the vehicle test bench.
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    A further torque D 'independent of the transverse force Q and the further transverse force Q' is thus generated by a relative rotation of the further drive actuator 40 'to the fourth base body 4T and is applied to the drive train 31. The further torque D ″ can be independent of the torque D or, depending on it, can itself be identical. The additional shear force Q 'can also be independent or dependent on or also identical to the shear force Q.
    The first, second, third and fourth assembly points P1, P2, P3, P4 are in FIGS. 1 and 2 on the test bench 1 itself. As mentioned, only a part or none of these assembly points P1, P2, P3, P4 can be located on Test stand 1. Alternatively, part, all or none of these assembly points P1, P2, P3, P4 can be located on the ready-to-drive overall vehicle 3. It is essential that the base bodies 21, 21 ″, 41, 41 ″ are anchored in a stationary manner via the mounting points P1, P2, P3, P4 with respect to the transverse movement or rotation of the steering force actuators 21, 21 ″ or drive actuators 40, 41.
    2, a, preferably mobile, cabinet 51 is provided, in which power electronics 5, which supplies the vehicle test bench 1 with power P, are accommodated. This cabinet can be placed anywhere in the test room or in the control room, even in an existing control cabinet or converter cabinet. Alternatively, the power electronics (which could also supply steering power modules 2, 2 'and / or drive train modules 4, 4' directly with power P) could also be integrated in a mechanical module present on the overall vehicle 3.
    2 also shows on the side of the steering force module 2 a pivoting device 10 which is designed to pivot the steering force module 2 from the entire vehicle 3. For this purpose, the swivel device 10 is connected to the steering force module 2 and the test bench 1. Of course, it would also be possible to design the swivel device 10 in order to pivot the second steering force module 2 ′ and / or the drive train module 4 and / or the second drive train module 4 ′ from the entire vehicle 3, the respective steering force modules 2, 2 ′ or drive train modules 4, 4, of course 'must be connected to the swivel device 10. It would also be possible to install a plurality of swivel devices 10, each of which is designed to pivot individual or more steering force modules 2, 2 ″ and / or drive train modules 4, 4 ″ independently of the overall vehicle 3. A swiveling of the steering force modules 2, 2 'or the drive train modules 4, 4' of the entire vehicle 3 is of course only possible if the respective mechanical interfaces M1, M2, M3, M4 have been solved beforehand. The entire vehicle 3 can thus be removed quickly and easily from the vehicle test bench 1 after the respective steering force modules 2, 2 ″ or drive train modules 4, 4 ″ have been pivoted away, without extensive modifications to the vehicle test bench 1 being necessary. Also inserting the / 16 '
    AV-3859 AT
    Entire vehicle in the vehicle test bench 1 can likewise be facilitated by using swivel devices 10.
    1 and 2 also show a steering force L applied to a steering axle 301, which in turn acts on the tie rod 300. This steering force L can be applied to the steering axle 301 by a real driver via a steering wheel. 2, however, a steering actuator 16, for example a steering robot, is used. An existing steering drive of the entire vehicle 3 can of course also be used as the steering actuator 16, for example for autonomous driving or for a parking function.
    In addition, a simulation unit S can be seen in FIG. 2, which is connected to the steering force modules 2, 2 ″ and the drive train modules 4, 4 ″ and specifies these setpoints for lateral force Q, Q ″ and torque D, D ″. Likewise, the simulation unit S is connected to the steering actuator 16 and predefines a steering force L. A virtual journey with the entire vehicle through a virtual environment can be simulated in the simulation unit S. The loads that occur on the entire vehicle 3 are converted into nominal values for lateral force
    Q, Q ', and torque D, D', and possibly also for the steering force L, converted and by a steering force module 2, 2 'and / or drive train module 4, 4', or possibly the steering actuator 16 into the overall vehicle 3 on the vehicle test bench 1 stamped. Any necessary controllers, power electronics, drives are not shown here for reasons of clarity. The vehicle test bench 1 can thus provide a
    Integration, calibration and test environment for driver assistance systems of the entire vehicle 3 are used. The setpoints for lateral force Q, Q ', and torque D, D', and steering force L can be calculated in the simulation unit S itself or can also be supplied externally. Existing sensors 33 or control units 32 on the entire vehicle 3, for example, can serve as an external source for these setpoints - it can also be used on a bus, e.g. a CAN bus. For this purpose, the simulation unit S in FIG. 2 is designed to be connectable to sensors 33 and a control unit 32 of the entire vehicle 3.
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    权利要求:
    Claims (13)
    [1]
    claims
    1. Vehicle test bench (1) for applying forces and / or moments to a ready-to-drive overall vehicle (3), which has a steering system (30) and a drive train (31), characterized in that a steering force module (2) is provided which consists of There is a first base body (21) and a transverse force actuator (20) which can be displaced relative thereto, the transverse force actuator (20) being connectable to a detached tie rod (300) of the steering system (30) via a first mechanical interface (M1), and the first base body (21) can be mechanically connected to a first fixed mounting point (P1), a transverse force (Q) being generated by a relative displacement of the transverse force actuator (20) relative to the first base body (21), with which the transverse force (Q) is applied to the steering system (30 ) can be applied, and that a drive train module (4) is provided which consists of a second base body (41) and a drive actuator (40) which can be rotated relative to it, the drive actuator (40) being connected via a tw A mechanical interface (M2) can be connected in a rotationally fixed manner to a drive axis (310) of the drive train (31) and the second base body (41) can be mechanically connected to a second fixed mounting point (P2), with a torque (Q) that is independent of the transverse force (Q). D) is generated by a relative rotation of the drive actuator (40) to the second base body (41), with which the torque (D) can be applied to the drive axis (31).
    [2]
    2. Vehicle test bench (1) according to claim 1, characterized in that a second steering force module (2 ') is present, which consists of a third base body (2T) and a further transversely displaceable transverse force actuator (20'), the further transverse force actuator (20 ' ) can be connected to the detached tie rod (300) of the steering system (30) via a third mechanical interface (M3), and the third base body (2T) can be connected to a third fixed mounting point (P4), with a further transverse force (Q ') is generated by a relative displacement of the further transverse force actuator (20 ') to the third base body (21), with which the further transverse force (Q') can be applied to the steering system (30).
    [3]
    3. Vehicle test stand according to claim 1 or 2, characterized in that a further drive train module (4) is provided, which consists of a fourth base body (41 ') and a further axially rotatable drive actuator (40'), the further drive actuator (40) being above a fourth mechanical interface (M4) can be connected to the drive train (31) of the vehicle (3) and the fourth base body (4T) can be connected to a fourth fixed mounting point (P4), one that is independent of the lateral force (Q, Q ') Further torque (D ') is generated by a relative rotation of the further drive actuator (40') to the fourth base body (4T), with which the further torque (D ') can be applied to the drive train (31).
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    [4]
    4. Vehicle test stand according to one of claims 1 to 3, characterized in that the first fixed mounting point (P1) and / or the second fixed mounting point (P2) and / or the third fixed mounting point (P3) and / or the fourth fixed mounting point ( P4) on the test bench (1).
    [5]
    5. A vehicle test stand according to one of claims 1 to 4, characterized in that the first fixed mounting point (P1) and / or the second fixed mounting point (P2) and / or the further fixed mounting point (P3) and / or the fourth fixed mounting point (P4) on the entire vehicle (3), preferably on the chassis of the entire vehicle (3).
    10
    [6]
    6. Vehicle test stand according to one of claims 1 to 5, characterized in that a swivel device (15) is provided which enables the steering force module (2, 2 ') and / or the drive train module (4, 4') of the entire vehicle (3), preferably horizontal, to pivot.
    [7]
    7. Vehicle test stand according to one of claims 1 to 6, characterized
    15 that a steering actuator (16) is present which can be connected to a steering axle (301) of the steering system (30) and is designed to exert a steering force (L) on the steering axle (301).
    [8]
    8. Vehicle test stand according to claim 7, characterized in that an existing in the entire vehicle (3) motor serves as a steering actuator (16).
    [9]
    9. Vehicle test stand according to one of claims 1 to 6, characterized
    20 that a simulation unit (S) is present which is connected to the steering force modules (2, 2 ') and the drive train modules (4, 4') and which specifies these values for lateral force (Q) and torque (D).
    [10]
    10. Vehicle test stand according to one of claims 7 or 8, characterized in that a simulation unit (S) is provided, which with the steering force modules (2, 2 ')
    25 drive train modules (4, 4 ') and the steering force module (16) is connected and these values for lateral force (Q), torque (D) and steering force (L).
    [11]
    11. Vehicle test stand according to one of claims 9 or 10, characterized in that the simulation unit (S) with sensors (33) of the ready-to-drive complete vehicle (3) can be connected.
    30
    [12]
    12. Vehicle test stand according to claim 9 or 11, characterized in that the simulation unit (S) can be connected to a control unit (32) of the ready-to-drive complete vehicle (3).
    [13]
    13. Use of a vehicle test bench according to one of claims 1 to 12 to provide an integration, calibration and test environment for driver assistance systems
    -1213/16
    AV-3859 AT ready-to-drive complete vehicle (3).
    -1314/16
    AVL List GmbH
    1.2
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    同族专利:
    公开号 | 公开日
    AT518792B1|2018-01-15|
    JP2019529891A|2019-10-17|
    WO2018046609A1|2018-03-15|
    US20190225235A1|2019-07-25|
    CN109844488A|2019-06-04|
    EP3510374A1|2019-07-17|
    引用文献:
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    DE102004023730A1|2004-05-11|2005-12-15|Schenck Final Assembly Products Gmbh|Vehicle functional test stand has load units connected to wheels, flanges and hubs through adjustable pivots applying pivoting forces and moments|
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    EP2602602B1|2011-12-08|2016-08-10|Joachim Hug|Vehicle test bench|DE102017220327A1|2017-11-15|2019-05-16|Robert Bosch Gmbh|Method for testing at least one vehicle component of a vehicle|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50809/2016A|AT518792B1|2016-09-12|2016-09-12|Modular test bench for complete vehicles ready to drive|ATA50809/2016A| AT518792B1|2016-09-12|2016-09-12|Modular test bench for complete vehicles ready to drive|
    CN201780055798.1A| CN109844488A|2016-09-12|2017-09-07|For preparing the modular testing platform of the vehicle of traveling|
    JP2019512767A| JP2019529891A|2016-09-12|2017-09-07|Modular test bench for the entire vehicle prepared for travel|
    US16/330,659| US20190225235A1|2016-09-12|2017-09-07|Modular test bench for roadworthy complete vehicles|
    PCT/EP2017/072490| WO2018046609A1|2016-09-12|2017-09-07|Modular test stand for whole vehicles which are ready for driving|
    EP17772617.1A| EP3510374A1|2016-09-12|2017-09-07|Modular test stand for whole vehicles which are ready for driving|
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