DE10332817B3 - Method and vehicle test bench for dynamic driving simulation - Google Patents

Abstract

The invention relates to a method and a Fahrzeugprüfstannd for determining the characteristics of wheel and axle systems for the definition and determination of the driving characteristics and the technical condition of a vehicle equipped with tires wheels. The vehicle is held in any position or it is tied to at least one axis. Each of the wheels is supported on a base associated therewith, which can perform unlimited linear motion in a first direction and limited linear motion in a second direction perpendicular to the first direction. The wheels are driven and the coordinates of the wheel contact points on each surface are determined. A force exerted by a driven wheel on the associated pad in the second direction is measured, and the orientation of each pad relative to the wheel supported thereon is adjusted until the measured force coincides with a force exerted on the pad in the second direction. The angle between the first direction defined by each pad and the longitudinal axis of the vehicle is measured, and based on the coordinates of the wheel contact points and the measured angles, the coordinates of the point of inflection are determined for each axis of the vehicle.

Description

The known mechanical, optical and optoelectronic Devices for the exam The chassis geometry of a vehicle is based on the static Measurement of chassis parameters, such as Camber, caster and steering angle, track and many other axle settings (ref. 1: page 101-ff). These static axis measurements can be done via the Driving behavior of a vehicle can not provide any reliable information. The dynamic tire test bench from commercial providers and various vehicle technical institutes enable although the rational measurement of static and dynamic characteristics from tired wheels and the steering geometry and suspension an axle, but not the exact assessment of driving behavior of a vehicle (ref 2, pages 626-632).

The WO 92/20997 A1 discloses a method and a vehicle test bench, at which the wheels a vehicle are rotatably supported respectively on two cylindrical rollers. The two rollers are stored in a frame. An angle measuring device consists of a mounting unit mounted on the rim, Measuring bolt, steering arm and signal transmitter. The angle measuring device should measure camber, spread and caster of the wheels. In addition will be with four force sensors that from a wheel to the assigned frame exerted Loads recorded. A four-point measurement is not unique, because statically indefinite.

Around the dynamic driving characteristics of a vehicle in the development phase to be determined, although time-consuming Autodromprüfungen be performed, the optimal properties when the vehicle is moving but ultimately subjective determined. In the case of dynamic testers Track gauge (wheel arch tester) (ref 1, page 143-ff) only becomes the straight-ahead travel of an axis is tested for tracking error and as a result mm / m or in m / km. The vehicle manufacturers do not give any Characteristics for this type of dynamic measurements, because the rolling in the x direction Wheels of an axle in the y direction freely movable track measuring plates only a short distance (1 m to 2 m) drive while the wheels of the other axles solid ground in a not exactly definable direction with only one roll half turn. Therefore, this test method is inaccurate and narrow connected with the practical experience of the examiner. More accurate measurements for the Determination and adjustment of the chassis geometry will ultimately with the known devices the static measurement performed.

The suspension of a vehicle in addition to a variety of requirements (Ref. 3, page 13-ff) in particular the tired wheels Roll the road under all conceivable operating conditions to let. Every lateral force, (except by lateral wind or when cornering emerging centrifugal force or due to inclined roadway forces) at right angles to the Straight rolling direction of the wheel or the vehicle acts, causes unnecessary Loss of performance and in critical cases even a security risk. When driving straight ahead of a vehicle, the wheels should ideally no lateral forces form or, under certain conditions, a defined amount do not exceed so that when driving fast one side of the vehicle, which is on a non-homogeneous with a low coefficient of friction Roadway is not the other side of the wheels of the vehicle in the direction the own side forces pull the vehicle sideways.

The wheel contact surface of a wheel is to guide all vertical wheel forces, the traction, braking and lateral forces without slipping on the road. The wheel tread is the critical interface for these requirements in the power transmission chain between the vehicle and the roadway. Although the wheel contact point W is defined as the center of force of all forces acting on the wheel tread, no stationary devices and methods are known in automotive engineering that dynamically control the straight-line and cornering behavior of the entire vehicle, namely rolling wheels of the vehicle with respect to the vehicle Check and measure wheel contact point W and the forces acting on it. The Ackermann regulations used today in vehicle technology for cornering, based on an Ackermann GB patent 4212 from 1818, which was originally based on the steering axle construction of the Munich coachbuilder Georg Lankensperger from 1816 (Ref. 4), are based on the kinematic relationships to define the intersection of the axle extensions of all rolling wheels as the turning point of my landing gear. However, the tire widths of today's vehicles are larger than the tire widths at the time, and the suspension of modern vehicles brings with it additional design parameters such as camber, caster, and steering angles and other axle settings to optimize the handling of vehicles. A frosted wheel turns when driving straight ahead, with a steerable axle set with positive camber angle ε and toe in with its rim around the wheel axle, but not exactly in the direction of travel ( 12 ), but with a tire slip angle α, wbei the tires with their wheel contact surface or with their wheel contact point W in the direction of travel ( 12 ), and the lateral forces and all other forces shoot the wheel contact point W even from the center of the wheel (Ref. 3: page 242, Fig. 3.119) ben.

A frosted wheel with its suspension kinematics and the chassis forms with respect to the road a complex elastokinematic system, the wheel contact with the wheel contact point W forms an important interface. With the assumption of a fictitious, thin wheel, on the wheel contact point W perpendicular to the road in the direction of travel ( 12 ) rolls, one can apply the Ackermann principles for cornering and straight ahead driving. The intersections of the axle extensions of the fictitious wheels of an axle or of a vehicle result in the turning points M. In this case, the axes of the fictitious wheels are at right angles to the direction of travel ( 12 ) on the wheel contact point W. The radius of these fictitious wheels can be assumed to be infinitely small and is in the limit of the wheel contact point W on. One can define the steering angle for this notional wheel as the effective steering angle δA, where the effective steering angle δA is the sum of the steering angle δ and the tire slip angle α: δA = α + δ. For tired wheels of an axle, steered left, this relationship is in 1 shown. For tired wheels with steerable and / or steerable axle of a vehicle, in which the direction of travel ( 12 ) is set to straight ahead, the effective steering angle δA = 0 because the steering angle δ is negative for the left wheel and positive for the right wheel and also the tire slip angles α are positive and negative and have the same angular amounts.

by virtue of these considerations the invention has the object, a method and a Device to create the measurement of all forces and the determination of the coordinates of the wheel contact points W and effective steering angle δA on a stationary test bench to allow for simulated dynamic drive of a vehicle.

The solution of this problem is specified in claim 1 or 2. The invention provides a stationary, computer-aided vehicle test stand is created, which dynamically checks the driving behavior of a vehicle equipped with tires on a lane simulated by flat belts and the required settings of the wheel kinematics and suspension for the ideal rolling of the wheels (without side force, or with intentional Side force formation between the wheel contact points and the road) during the test run when driven and free or braked rolling wheel allowed. The test method is based on the dynamic measurement and determination of the unwinding direction ( 12 ) or the effective steering angle δA of the wheel rim, and the forces and the coordinates of the wheel contact point W and on the determination of the coordinates of the turning point M for each axis, the driving behavior of the vehicle when cornering and driving straight ahead in all conceivable road situations and at various Loading conditions of the vehicle can be determined.

The Invention will be described below with reference to an illustrated in the drawings embodiment explained in more detail. It shows:

1 Angular parameters of the tired wheels of a vehicle

2 Determining the coordinates of the turning points W _f and W _r according to Ackermann of a four-wheeled vehicle through the vehicle test bench

3a Coordinate definition of the wheel measuring unit seen from above

3b Definition of the XYZ coordinates of the wheel contact point W

4 Wheel measuring unit in cross section xz, at y = 0

5 Wheel measuring unit in cross section xz, at y = yC

6 Wheel measuring unit in cross-section xy, at x = 0

7 Wheel measuring unit in cross-section xy-view from + z-direction

8th Wheel measuring unit in cross-section yz-view from + x-direction

9 Wheel measuring unit in cross-section yz-view from -x-direction

The 1 to 9 show a vehicle test bench with the wheel measuring units ( 1 ) for a vehicle ( 2 ) with four wheels ( 6 ). The four wheel measuring units ( 1 ), defined by the x1y1z1, x2y2z2, x3y3z3 and x4y4z4 coordinate systems, are stationary or can be adapted to vehicle size with straight-line systems. The wheel measuring units can be adjusted in the Z direction of the XYZ coordinate system with height adjustment devices for the purpose of simulating the roadway position. A vehicle restraint device ( 4 ) with vehicle binding points ( 5 ) and with a height adjustment device, the position and load simulation of the vehicle ( 2 ), with all wheels ( 6 ) on the flat bands ( 7 ) of the wheel measuring units ( 1 ) roll. In addition, at the wheel contact point W, the forces in the direction of the z, x and y axes of the xyz coordinate system ( 9 ) directly or with the desired values. The tests are done manually or automatically after a computer program; the results can be determined simultaneously on the screen and documented with the printer.

Each wheel measuring unit ( 1 ) is the coordinates of the wheel contact point W at a certain direction ( 12 ) with the effective steering angle δA of the rolling tires of a wheel ( 6 ) and with the wheel load F _{Z, W} , the side force F _{Y, W} and the longitudinal force F _{X, W} at the wheel contact point W can measure. A wheel measuring unit ( 1 ) consists of four functional groups: the band block ( 13 ), the support block ( 14 ), the rotary plate ( 15 ) with the linear guides in the y-direction ( 9 ) and the base plate ( 16 ), where these functional groups for alternative constructive solutions can also be summarized differently.

The band block ( 13 ) comprises an endless belt ( 7 ) by two drums ( 17 ) (with electric or hydraulic drive) is driven. A drum can be designed as needed only as a pulley without drive motor. The drums ( 17 ) are on the tape block ( 13 ) assembled. The area storage ( 18 ) transmits the vertical force F _{Z, W of} the wheel ( 6 ) on the tape block ( 13 ) and should have a minimum surface friction. Three stamps ( 19 ) with ball ends are at the points A, B and C at the band block ( 13 ) and transmit the forces in their axial direction to force measuring sensors ( 21 ) on the support block ( 14 ) and the lateral forces on the support block ( 14 ).

The carrier block ( 14 ) carries the band block ( 13 ) at the three points A, B and C. At the points L and K of the band block ( 13 ) practice adjustable spring devices ( 23 ) a pulling prestress. These biases counteract the tilting of the belt block when the wheel contact point W is outside the triangle defined by the three points A, B and C and while all the force measuring sensors (FIG. 21 ), without coming to the zero point of the measurement, namely without hysteresis and always working in the printing direction of their conversion characteristic, detecting the forces. This method increases the precision of the measurement and increases the measuring area to the entire flat band ( 7 ). For load and Abkippbegrenzung are adjustable devices ( 24 ) intended.

The with linear guides ( 25 ) provided rotary plate ( 15 ) carries the support block ( 14 ) with four linear guide carriages ( 26 ) and allows a precise linear movement in the limited amount of ± s to the band block ( 13 ) or the flat band ( 7 ) the lateral movements of the wheel ( 6 ) during compression and rebound of the vehicle ( 2 ) and freely adapt during steering movements. One between rotary plate ( 15 ) and support block ( 14 ) arranged Linearwegemesssensor ( 28 ) records the amount of s. The turntable ( 15 ) is in z-direction on the base plate ( 16 ) rotatably mounted axially and radially ( 4 ). On the turntable ( 15 ) are two removable (in 6 and 7 demounted as an example), or detectable in y-direction as required ( 9 ) sliding force measuring sensors ( 29 ), the lateral forces F _{Y, W} (in the y direction from the wheel contact point W 12 ) capture. In order to detect the longitudinal forces F _{X, W} in the x-direction, between band block ( 13 ) and support block ( 14 ) Measuring sensors of the same type as ( 29 ). In this case, the stamps ( 19 ) in the x direction freely movable (<1 mm) are designed. The longitudinal and lateral forces generated at the wheel contact point W must be recorded at the conveyor belt level at z = 0. An actuator ( 30 ) is located on the rotary plate ( 15 ) for blocking or setting a certain amount of ± s of the support block ( 14 ) in the y direction. The measurements of side forces F _{Y, W} and the linear displacement s in the y-direction can be in the actuator ( 30 ), whereby the force measuring sensors ( 29 ) and the linear measuring sensor ( 28 ) accounted for.

The base plate ( 16 ), which defines the coordinates by the x1y1z1 coordinate system, is the base plate of the wheel measuring unit ( 1 ) and can be arbitrarily fixed for different test bench requirements with linear guides, hexapots and / or lifting devices or anchored stationary for a particular vehicle type. One on the base plate ( 16 ) arranged angle measuring sensor ( 32 ), measures the rotation angle, namely the effective steering angle δA between the base plate ( 16 ) and rotary plate ( 15 ). By a motor ( 33 ) on the base plate ( 16 ), an arbitrary rotation angle δA is set as needed. The angle measuring sensor ( 32 ) can with a motor ( 33 ), which is driven digitally controlled and, however, also detects the rotation angle δA without drive, can be integrated.

This in 1 . 2 . 3a and 3b Drawn coordinate system is the main coordinate system commonly used in automotive engineering. The XYZ coordinate system is based on a firm reason. The first base plate ( 16 ) the x1y1z1 coordinate system is assigned and its origin point is defined as O1 (Xo1, Yo1, Zo1) with respect to the XYZ coordinate system. Accordingly, the n-th base plate is assigned the xnynzn coordinate system and the origin point is defined as On (xon, yon, zon) with the xnynzn axis directions parallel to the xyz axes. The band block ( 13 ) the xyz coordinate system is assigned. The surface of the flat band ( 7 ) is the origin of the Z axis of the XYZ ( 3 ) and xyz coordinate systems.

The coordinates of the wheel contact point W1 are on the flat belt ( 7 ) defined as W1 (x, y, z). The amounts of x, y and z can be determined by the force measuring sensors ( 21 ) are calculated by calculating the zero sum of moments with respect to the x, y and z axes ( 9 ) be determined. From the sum of the force measuring sensors ( 21 ) are the self-weight of the band ( 13 ) and the auxiliary forces of the pretensioning devices ( 23 ), and so the wheel force F _{Z, W} results. The coordinates of the wheel contact point W1 (x, y, z) relative to the band block ( 13 ) can be determined via the x'y'z 'auxiliary coordinates as W1 (x1, y1, z1) relative to the base plate ( 16 ) be determined: x1 = x · cos (δA) -y · sin (δA) -s · sin (δA) y1 = x · sin (δA) + y · cos (δA) + s · cos (δA) z1 = z

It shifts on the ribbon ( 7 ) guided bike ( 6 ) the band block ( 13 ) and the support block ( 14 ) by the amount of ± s along the y-axis. The turntable ( 15 ) is manually or automatically controlled by the computer and rotated to the angle of ± δA, until no lateral movement on the belt block ( 13 ) and support block ( 14 ) more arises or it is the intentionally mounted side force F _{Y, W} measured in the y direction. The coordinates of the wheel contact point W1 (x1, y1, z1) relative to the base plate can be determined with the aid of the coordinates of its origin O1 (Xo1, Yo1, Zo1) with reference to the XYZ coordinate system ( 3 ) by the equations: X1 = x1 + Xo1 Y1 = y1 + Yo1 Z1 = z1 + Zo1 as W1 (X1, Y1, Z1), based on XYZ coordinate system to be transformed. The coordinate transformation for the remaining wheel contact points takes place in the same way. The coordinates of the turning points M of an axis can be used as intersections of the straight lines ( 36 ) lying on the wheel contact points W1 (X1, Y1, Z1) or W2 (X2, Y2, Z2) and in the y direction of the coordinate system of the respective band block ( 13 ) and support blocks ( 14 ), be determined.

In order to draw the correct conclusions for the driving behavior of a vehicle, the coordinates of the wheel contact points W and the effective steering angle δA for each individual wheel ( 6 ) are determined in a vehicle with rolling wheels, in simulated driving and road conditions and in simulated vehicle load, the vehicle itself being tied up. By applying the lateral forces F _{Y, W} at the wheel contact points W fast cornering can be simulated. When cornering should ideally have a chassis only a turning point M and the resulting by the Fahrzeugfliehkratt with tired wheels lateral forces F _{Y, W} at the Radaufstandpunkten should be distributed to their traction liability, distributed accordingly act.

One Vehicle with more than one turning point M causes when cornering unnecessary Tire slippage and tends to turn when cornering faster or over Understeer.

The at the vehicle lane interfaces, i. at the wheel contact points W, recorded dynamic measurement data can be the development and Duration of examination for the determination of the optimal driving characteristics of a vehicle shorten considerably. In the development phase, the suspension kinematics with the target properties the vehicle at all possible Lane, load and position conditions, as well as Wankel and pitch conditions, tested and measured become. Also the optimal adaptation and type determination of the various Tire makes can be determined in the laboratory. Also the driving behavior stabilizing facilities can on this test bench developed, measured and tested become.

During production, repair and periodic vehicle tests, the coordinates of the wheel contact points W can be tested at z = 0 (flat, horizontal lane) and in straight-line and slow cornering, and with simple vehicle restraint ( 4 ), whereas for the wheel measuring units ( 1 ) no height adjustment as Hexapots are necessary. The measured values in mm / m or m / km of the sideward movements of all wheels represent an important result for the straight-ahead driving of a vehicle, which can be precisely determined in only 6 seconds at a flat belt speed of 64 kmh over 100 m on the wheel measuring unit, whereby one wheel turns around 50 times on its own axis. The state of the chassis geometry can be tested by a quick measurement of the coordinates of the wheel contact points W (measured) with stationary wheels). The measurements of the characteristics for straight and slow cornering with rolling wheels, the right and left symmetry of the steering and the turning points M of steerable and non-steerable axles can then be compared with the specified tolerance ranges of the manufacturer.

The one shown in the drawings and above standing vehicle test bench is fundamentally suitable for all axle and wheel combinations of all conceivable types of vehicle, with one wheel measuring unit per wheel ( 1 ) is to be provided. The vehicle test bench can be used during the development, production and repair stages as well as during the periodic technical inspection stages during the use of the vehicle.

at the development of modern suspension kinematics with increased requirements to the safety and economy of vehicles the vehicle test bench the required precision and a considerable time and cost savings.

at The manufacture of a vehicle may be commensurate with that in development determined vehicle characteristics of each new vehicle before delivery checked for the optimum setting of the suspension kinematics and required Corrections can quickly and without big ones time required become. A supplied measurement protocol for each vehicle is a receipt for the safety quality of the product.

at Repairs and periodic technical tests can be the condition of the Suspension kinematics of a vehicle for the important driving situations fast, reliable and reliable based on the characteristics provided by the manufacturer determined cost become. The implementation necessary corrections and the rectification of defects fast and easy correctly based on the manufacturer's original data for the vehicle and a measurement protocol can document the condition of the vehicle. This brings for in-service vehicles are an important safety factor.

• Ref. 1: "Suspension Diagnosis", Horst Gräter, Vogel Verlag 1997, 1st edition, page 101-ff
• Ref. 2: "Modernity test benches for the Suspension ", Philip Koehn / Peter Holdmann, from ATZ Automobiltechnische Zeitschrift 100 (1998), page 626-632
• Ref. 3: "Chassis technology: Fundamentals ", Jörnsen Reimpell / Jürgen Betzler, Vogel Verlag, 2000, 4th edition
• Ref. 4: "The Axle steering and other vehicle steering systems ", Erick Eckermann, German Museum, ISBN number: 3-924183-51-1

1

Radmesseinheit

2

vehicle

3

4

Vehicle fixing device

5

Vehicle fixing point

6

Wheel, frosted wheel

7

ribbon

8th

9

steering axle (King pin)

10

wheel axle

11

rectangular horizontal direction

to Wheel axle, on rim level

12

direction of travel of the tired wheel

13

tape block

14

carrier block

15

turntable

16

baseplate

17

Drum, Flat drum

18

area storage

19

stamp

20

21

Load Sensor

22

23

Spring device adjustable

24

limiter against load

and Rocking

25

Linear guides, in the y direction

26

Linear guide carriage

27

28

Linear displacement measuring sensor, in y-

direction

29

Load Sensor For

Lateral force measurement, in the y direction

30

actuator acting in the y direction

31

32

Angular position sensor for measuring the

effective Steering angle δA

33

engine

34

35

36

Straight lines between the

Ackermann-turn W and

the Wheel contact point M

M

Ackermann-turn

W

wheel contact, (center of tire

contact)

α

Tire slip angle, (slip angle

of the wheel)

δ

Steering angle, between X-direction

and perpendicular to the wheel axle,

(steer angle)

.DELTA.a

more effective Steering angle, between the

x1 or X-direction and the

direction of travel the tired wheel,

based at wheel contact point W,

(effective steer angle)

ε

Camber angle, (camber angle)

σ

Spread angle (kingpin

inclination angle)

τ

Caster angle, (caster angle)

F _{Z, W}

wheel load

F _{Y, W}

lateral force

Claims (10)

Method for determining the characteristics of wheel and axle systems for definition and determination Development of the driving characteristics and the technical condition of a vehicle equipped with tires wheels, characterized in that the vehicle is held in any position or is tied to at least one axis, that each of the wheels is supported on an associated flat surface, which has an unlimited Linear movement in a first direction, the unwinding of the tire of the wheel, and a limited linear motion in a direction perpendicular to the first direction second direction that the wheels are driven by the pad free or braked rolling or driven by the vehicle engine, that the amount of is measured in the first direction such that the amount of limited linear motion in the second direction is measured, that the z-axis orientation of each pad relative to the rolling wheel supported thereon is rotatable about the stationary XYZ coordinate system vertical e z-axis is adjusted until lateral movements in the second direction of the pad arise with lateral force free wheels of the wheel and / or coincide with predefined lateral force rolling the measured force with a force exerted in the second direction on the pad force that the effective steering angle δA with respect to the rolling direction of the tire of the wheel between the first direction defined by each pad and the target straight running direction of the vehicle is measured, the measured effective steering angle δA being the sum of the steering angle of the wheel rim δ and the tire slip angle α vertical forces of the wheel load on the underlay are measured by determining the XYZ coordinates of the wheel contact points on each pad, measuring a force exerted by a rolling wheel on the associated pad in the second direction, and that due to the XYZ coordinates the wheel contact points (W) and the measured effective steering angle δA of each tired wheel, the coordinates of the turning point for each axle of the vehicle are determined. Vehicle test bench for carrying out the method according to claim 1, characterized in that each wheel ( 6 ) on one axle of a vehicle a wheel measuring unit ( 1 ), comprising: a band block ( 13 ), one by one in the said first direction (x) of a motor ( 17 ) or wheel ( 6 ) of the vehicle ( 2 ) driven endless flat belt ( 7 ), which simulates with its surface a specific road surface, a measuring device with force sensors ( 21 ), which detects in the z-direction the force component of the wheel load (F _{Z, W} ) for the computational determination of the coordinates of the wheel contact point (W) with respect to the xyz coordinate system of the band block ( 13 ) and the wheel load (F _{Z, W} ), a bearing device, which in the said second direction (y) limited movable band block ( 13 ), and a measuring device ( 28 ), which determines the displacement (s) of the band block ( 13 ) in said second direction (y). Vehicle test stand according to claim 2, characterized in that the band block ( 13 ) each wheel measuring unit ( 1 ) with the force measuring sensors ( 21 ) at the corners of a triangle (A, B, C) containing the wheel contact point (W) on a carrier block ( 14 ) is supported, that the support block ( 14 ) via linear guides ( 25 . 26 ) with a rotary plate ( 15 ) in the second direction (y) is limited movably connected, and that the rotary plate ( 15 ) on a base plate ( 16 ) to a rotation about an axis perpendicular to the first and second directions (x, y) axis (z) is rotatably mounted. Vehicle test stand according to claim 2 and 3, characterized by a device which the Radmeßeinheit ( 1 ) fixed on a firm base or in the XY or XYZ coordinate system in any position of the plane of the flat strip ( 7 ) manually or by actuators controlled by a process computer, and to apply certain wheel loads (F _{Z, W} ), whereby the vehicle ( 2 ) with an attachment device ( 4 ) can be fixed in the XY or XYZ coordinate system. Vehicle test stand according to one of claims 2 to 4, characterized by an adjustable pretensioning device ( 23 ), which between band block ( 13 ) and support block ( 14 ) exerts a drawing prestress. Vehicle test stand according to one of Claims 2 to 5, characterized by a device by means of which the belt block ( 13 ) in the rolling direction of the wheel ( 6 ) after a certain effective steering angle δA around the z-axis manually or by a motor ( 33 ) controlled by a process computer is rotatable and detects the amount of the effective steering angle δA, Vehicle test stand according to one of claims 2 to 6, characterized in that the bearing device linear guides ( 25 . 26 ) having. Vehicle test stand according to one of claims Z to 7, characterized by a measuring device ( 29 ), which from the wheel contact point (W) outgoing on the band block ( 13 ) in said two th direction (y) applied lateral forces (F _{Y, W} ) measures. Chassis dynamometer according to one of claims 2 to 8, characterized by a process computer, that of the measuring and testing sensors detected Data directly or via edited a sequence program and the dynamic driving behavior relevant data, displayed on a screen and through documented a printer. Vehicle test stand according to one of claims 2 to 9, characterized by a measuring device, which extends from the wheel contact point (W) outgoing on the belt block ( 13 ) measures longitudinal forces (F _{X, W} ) exerted in the x direction.