DE3817310A1 - Roller clamp type wheel examining appts. - Google Patents

Abstract

The roller clamp type wheel examining appts. (10) includes a support for the wheel (1) of the vehicle to be examined, and a number of rollers (47) for clamping the wheel. An angle detector (56) senses the angle of orientation of the wheel when clamped by the rollers. The wheel of a vehicle clamped by the rollers on both sides may be driven to rotate around its own rotary axis to examine dynamic characteristics of the wheel. The support structure includes a pair of support rollers (31) for holding the wheel to be examined in a rotatable manner.

Description

The present invention relates to a wheel testing device according to the preamble of claim 1. In particular relates the invention a device for testing vehicle wheels, which roles contain for clamping the wheel to be tested. The present wheel test device allows the adjustment and / or the behavior of a wheel statically and / or dynamically to consider.

Wheel alignment testers to examine the Mounting state of a wheel of a vehicle, such as one Motor vehicles are known. For attaching a bike on a vehicle, such as an automobile, there are different Parameters with regard to running behavior specified, including the so-called wheel adjustment or wheel angle parameters such as track width at steering knuckle height, camber and Pre or post run. These wheel setting parameters are after the production of the vehicle before delivery checked and also after the repair of the vehicle, like a replacement of the wheels. For a flawless it is important that the wheel runs freely parameters set exactly to the intended values and be kept at these values. The driving characteristics of a vehicle are also dynamic Behavior of the wheels influenced, so by the behavior of the wheels while they are rotating finally such parameters as the flutter amplitude and the steering or steering angle of a wheel significantly influenced and therefore one must also the dynamic Can check the behavior of a wheel with high accuracy.  

Devices for measuring the track gauge (toe) and / or of the camber of a wheel while this rotates are e.g. from JA-OS 51-83 301 and JA-OS 54-49 701 known. In these known devices Wheel to be tested mounted on two rollers and in rotation offset; However, the wheel to be tested is not passed on to the Side faces still supported on one of its side faces brought into rolling contact with a roll. Since that Not to be tested wheel in these known devices clamped on its opposite side surfaces the geometric center of the wheel is indefinite and therefore it is difficult to make an accurate measurement.

From JA-PA 58-1 09 235, JA-PA 5 99 502 and JA-OS 61-41 913 is a method for determining the geometric center of a wheel on a floating table is known, where the Wheel is held on both sides. Because the thing to be checked However, the wheel is stored on a table it can not be rotated, so only the static Behavior can be measured. More importantly, that in this state of the art the wheel of both Sides is clamped with a slider that only with one side of the wheel comes into contact.

So none of the known wheel testing devices enables both dynamic and static behavior of a wheel mounted on a vehicle measure up. The present invention is accordingly the task of an improved wheel testing device specify.  

According to one aspect of the present invention, a Wheel test device created that allows the to precisely measure the desired parameters of a wheel while the wheel is rotating and its geometric Center is precisely determined. In one embodiment the present wheel test device therefore contains one Storage device rotatable about a wheel of a vehicle to hold or store a drive device for Turn the wheel on the bearing device by moving the storage device into a desired one Direction; a positioning device for positioning the geometric center of the wheel by rotating it of the wheel on its two side surfaces and a detector or pickup arrangement for detecting a certain Ver keeping the arranged on the storage device Wheel. In a preferred embodiment according to this Aspect of the present invention includes the storage device a pair of parallel storage roll and the positioning device contains contact or pinch rollers arranged on both sides of the wheel and removed from them or in rolling contact with the opposite sides of the wheel can be brought.

According to another aspect of the present invention will use a rotating wheel tester to test each Wheel of a vehicle created with a bracket device for rotatably supporting or supporting a Wheel on its underside, a positioning device for positioning the geometric center of the wheel by rotating the two side surfaces of the Wheel and a pickup arrangement for determining a desired behavior of the on the mounting device stored wheel. In a preferred embodiment  according to this aspect of the present invention the storage device with two storage rollers contains parallel axes and the positioning device Contact or pinch rollers on both sides of the Wheel are arranged so that they are removed from the wheel and in rolling contact with the opposite sides of the wheel can be brought.

According to another aspect of the present invention becomes a wheel test system for testing all wheels of one four-wheel vehicle created with a first and a second pair of wheel testers for the front or rear axle of the four-wheel vehicle each with a mounting device for rotating Bearing the corresponding one of the four wheels of the vehicle on the underside, a positioning device for Position the wheel in question by pinching it of the wheel on both sides, and a pickup or test device for determining an inclination of the Wheel with respect to a predetermined reference line; one first connecting device for connecting the holder facilities of the first pair or the second pair of wheel test units, so that the mounting devices of the first and second pair of wheel test units symmetrical with respect to a longitudinal center line the system are arranged; and a second connection device for connecting the positioning devices each of the first and second pair of wheel test units so that the positioning devices of the first and second pair of wheel test units symmetrical with respect to the longitudinal center line of the system are arranged. In a preferred one Embodiment according to this aspect of the present Invention includes the storage devices two parallel Rollers and the positioning devices contain contact  or pinch rollers on either side of the subject Wheel are arranged so that they are apart or in rolling contact with the opposite sides of the wheel in question can be brought.

According to yet another aspect of the present invention becomes a roller locking device for simultaneous locking or unlock a pair of roles specified that are particularly suitable for a wheel testing device. The roles Locking device for locking and unlocking a couple of rollers that are rotatable and at a predetermined distance arranged from each other contains: a pair of first and second gears or gears, each integral are provided on a corresponding role of the couple, a rotatably mounted idler gear, with which both comb the first and the second gear; a ratchet gear, that between a first position in which the ratchet gear both in the idler gear as well as the first or that engages second gear and in the second position, in which the ratchet gear from the intermediate gear and / or the first or second gear is disengaged, is movable; and a position control device that the ratchet gear between the first and the second position allowed. In the preferred embodiment according to this Aspect of the present invention form the two roles a pair of support rollers for rotatably supporting one Wheel of a vehicle in a wheel testing device.

According to yet another aspect of the present invention becomes a shock or thrust absorbing or damping device created for the rotating thrust or for a rotating object Absorb shock that occurs when a rotating object, like a wheel of a vehicle, is put on wheels and  the axis of rotation of the rotating object is not parallel to Axis of rotation of each of the rollers is. The device for pushing or shock absorption of a rolling object is particularly suitable for a wheel tester. The shock absorbers or absorbers device for a rotating object contains according to one Embodiment of the invention a frame that in a Level is movably mounted; at least two roles that are rotatably supported by the frame around a rotating one To store or support object; a first intervention or coupling device on one end of the frame is provided; and a positioning device with a second engagement or coupling device, which in Intervention or attack with the first engagement or coupling device can be brought so that the frame is around the second coupling device moves when the first and the second coupling or engagement device in Are in contact with each other for a thrust or impact between the rotating object and the at least two Absorb roles. In the preferred embodiment is the rotating object a wheel of a vehicle and the Rollers are bearing rolls of a wheel testing device which a wheel of a vehicle can be rotatably arranged can, so that any shock or blow between the wheel and the storage rollers by the pivoting movement of the Rollers and the frame on the rotating wheel is absorbed or absorbed. The frame and the Storage rolls continue to engage the second or Coupling device to pivot until each axis of rotation of the storage rollers parallel to the axis of rotation of the rotating Wheel is aligned, this allows the track (toe) of the Rades are determined.  

According to yet another aspect of the present invention a wheel test device is created which a floating table with a flat or flat storage surface contains on which a wheel of a vehicle to be tested can be stored. The one arranged on the floating table Wheel is pinched by rollers on both sides and in this state the inclination of the wheel with respect to one determined reference line or straight line. At a preferred embodiment, the wheel is floating on the Table clamped by rollers so that at least two rollers brought into rolling contact with a side surface of the wheel will. In this case, the floating table is both translational as well as rotatable freely movable in one Plane parallel to or substantially parallel to the horizontal kept level.

According to yet another aspect of the present invention becomes a clamping device for clamping a wheel on the wheel created on both sides by contact members, the Contact links on both sides of the wheel asymmetrical are arranged. In the preferred embodiment according to this aspect of the present invention is a pair of Contact members arranged on each side of a wheel and when the wheel is jammed by a pair of contact links is pressed onto the corresponding side surface of the wheel, are the contact links that cover the two side surfaces of the Touch wheel, arranged asymmetrically. With an execution form are the right and left contacts that are in Touching the right or left side surface of a Be brought in the direction of rotation of the wheel at various which arranged angular positions. With the preferred Embodiment is a pair of contact members that brought into contact with one side surface of a wheel and another pair of contact links, the one with the opposite side surface of the wheel in Can be brought into contact in the direction of rotation of the  Wheel shifted with respect to each other. At a Such an arrangement allows the wheel to be clamped more stably. Because the contact members preferably with the tire of the wheel and not brought into contact with the rim of the wheel the wheel can be clamped extremely stably, by placing the right and left contacts in azimuthal position offset with respect to the direction of rotation of the wheel to the left or right side surface of the wheel presses.

If the left and right side surfaces of a wheel asymmetrically clamped by several contact elements or clamped, roles are preferably as Contact members used. In this case, the roles arranged so that they make rolling contact with the sides Make surfaces of the wheel and turn when the wheel rotates. Alternatively, you can also slide, slide or use the like, sliding in a or several predetermined directions are movable while they are in contact with a side surface of a wheel are located. In this case, the wheel to be tested can also be placed on a floating table, the one has flat or flat top; alternatively, the wheel brought to two or more horizontal bearing rolls will. In the latter structure, the wheel is rotatably mounted and the wheel can therefore be turned, while it is clamped or pinched. If that However, if the wheel is to be turned, rollers should be used as a contact limbs are used. If the wheel on storage rollers brought and on both sides by pressure or contact roll is clamped, the wheel can be turned, so that you can be not only the inclination of the wheel but also dynamic behavior, such as the amplitude of the wheel flutter, can be measured. In this case, one can  a motor can be provided for the support rollers or a Bearing roller to be coupled to a motor to the Storage rollers and thus the wheel stored on it rotate; an external motor can be used with one of the bearings roll over a clutch, especially a clutch, be coupled. In addition, all storage rolls in be brought into a freely rotatable state and that The wheel mounted on them can then be driven by the engine of the vehicle are driven.

According to yet another aspect of the present invention an angle measuring device is created which at least an upper contact member that mates with an upper part of a Side surface of a wheel can be brought into contact contains; furthermore at least one lower contact member, the with a lower part of one side surface of the wheel can be brought into contact; an arm with the upper and lower contact member is mounted; a Bearing device through which the arm can be pivoted in this way is mounted that the upper and lower contact member approximated to one side of the wheel or from this can be removed; and a sensing or measuring device for determining an angle between the Arm and a certain reference line. With the preferred In one embodiment, the angle to be determined is the camber of a wheel. The arm is therefore essentially vertical to the horizontal plane and thus parallel to the side surface of the wheel in question. If the top and the bottom Contact member in contact with a side surface, preferably be brought to the outer side surface of a wheel, is the angle of the arm with respect to the vertical of the Fall of the wheel.  

In such a fall measuring device are preferred Contact or pressure rollers as pressure or contact links used. In this case, the pinch rollers can each in rolling contact with one side of the wheel brought so that the pinch rollers rotate when the wheel rotates. In the preferred embodiment a single upper pinch roller is provided on the front End of an arm is rotatably mounted so that the upper Pinch roller under pressure in rolling contact with the sides surface of the wheel are brought to its upper position can. Two lower pressure rollers are preferably provided and they are around each other in the circumferential direction of the wheel a predetermined distance away and arranged so that them down on the wheel in contact with the side surface of the Rades can be brought. With this construction the three pinch rollers at three points with one Side surface of a wheel brought into contact.

Preferably for the pivotable mounting of the arm Pivot axis of a bearing device between the upper one and the lower pinch rollers with a specific position relationship arranged. The most convenient is the vertical one Distance between the point of contact between the top Pinch roller and the side surface of the wheel and the swivel axis about three times the vertical distance between the point of contact between each of the lower ones Pinch rollers and the side surface of the wheel and the Swivel axis. With this construction, the three roles, that form the upper and lower pinch rollers, automatically brought into contact with one side surface of a wheel, by simply bringing these three roles closer to the wheel. The lower pressure rollers can also be used as measuring rollers for determining the track (toe) of the wheel can be used when the wheel is pinched by pressure rollers from both sides  becomes. If roles are used as contacts, the fall of a wheel can also be measured, while the wheel is rotating and you can therefore instead of the floating table with a level bearing also use a plurality of storage rolls, to turn a wheel on them.

According to yet another aspect of the present invention is an angular displacement measuring device for measuring a Angular displacement of a rotating shaft with high freedom just created. The present angular displacement measuring device allows an angular misalignment or deviation to determine rotatable shaft on a frame. At the rotating shaft is a first gear or gear attached and to the frame is a bracket with an angle measuring device attached, like one attached to the bracket Angle of rotation encoder. A second gear is on one rotatable shaft of the angle measuring device attached.

The bracket is also in by an elastic component biased a predetermined pivoting device so that the first and second gears normally mesh are held together. In the preferred embodiment form a spring is arranged between the bracket and the frame, to pivot the bracket in a given direction strives. With this construction, the degree of freedom regarding the construction of the angular displacement measuring device very large and an angular displacement can be accurate at any time be measured since they are despite the use of gears has no dead gear. The present angular misalignment measuring device is preferably used to determine the inclination a wheel, such as the toe and camber of the wheel.

A main object of the present invention is therefore the disadvantages of the prior art described above to avoid and to provide an improved wheel testing device.  

Furthermore, by the present invention Wheel test device are specified, which the behavior of a wheel, especially its dynamic behavior, with high accuracy regardless of the type and the It is possible to determine the condition of the wheel.

Furthermore, a wheel testing device is intended by the invention be specified, which is not just the static behavior of a wheel but also the dynamic behavior of the Determine and test the wheel with high accuracy allowed.

Furthermore, a wheel test system is intended by the invention specified, which is a simultaneous checking of four wheels of a four-wheeled vehicle are permitted.

Yet another object of the present invention is in specifying a novel roller locking device that are particularly suitable for use in a wheel testing facility is suitable.

Yet another object of the present invention is therein, a novel shock absorber device for a specify rotating object that is particularly suitable for a Wheel test device is suitable.

The following are exemplary embodiments of the invention explained in more detail with reference to the drawings, this will include other goals, features, and benefits of the invention come up.

Show it:  

Figure 1 is a somewhat simplified, partially exploded, perspective view of a wheel test device according to an embodiment of the invention.

FIG. 2 shows a simplified illustration of a wheel test system according to an embodiment of the invention, which contains four wheel test devices according to FIG. 1 and permits simultaneous testing of the four wheels of a four-wheeled vehicle;

FIG. 3 shows a schematic illustration of a test function of the wheel test system according to FIG. 2;

Fig. 4 is a partial view of a connecting device between a lower rotating shaft ( 41 e ) of the wheel test device ( 10 ) according to Figure 1 and a pivot plate ( 52 ) which supports the lower rotating shaft, and a pantograph arrangement connected thereto.

FIG. 5a is a simplified vertical section through a portion of the Radprüfvorrichtung of Figure 1 seen in the direction indicated by an arrow V direction.

FIG. 5b is a simplified plan view of the apparatus of Fig. 5a;

FIG. 5c shows a simplified cross-sectional view of a part of the arrangement according to FIG. 5a;

FIG. 6a to 6c are diagrams for explaining the working of the Radprüfgerätes 1, Fig according.

Fig. 7 is a schematic representation of the streamer angle R of the four wheels of a four-wheeled vehicle;

Fig. 8a and 8b are schematic representations of two alternative examples of a storage roller for the Radprüf device according to Fig. 1;

FIG. 9 shows a schematic illustration of an arrangement for measuring the camber of a wheel, which is suitable for the wheel testing device according to FIG. 1;

Fig. 10 is a schematic representation of an adjustment system for adjusting the mounting state of wheels by means of a robot on the basis of the measurement results obtained with the wheel testing device according to Fig. 1;

FIG. 11 is a schematic representation of a locking device for locking and unlocking the storage rollers (31) of the Radprüfvorrichtung of FIG. 1;

FIG. 12 shows a simplified illustration of a locking device which serves to lock and unlock two rotatable rollers at the same time and which can also be used in the wheel test device according to FIG. 1;

Figs. 13 and 14 are schematic views of an apparatus for absorbing the shock of a rotating object such as a wheel, which can be in the Radprüf device according to Fig 1 is used.

Fig. 15 is a diagram of a typical signal as obtained in the measurement of the amplitude of the flutter of a wheel based on the information from a side wall of the wheel;

. 16 to 18 are simplified representations of a Radprüf system according to another embodiment of the invention;

Fig. 19 to 21 are simplified representations of details of a Radprüfvorrichtung for Radprüfsystem according to Fig 16 to 18 for testing of a single wheel.

Fig. 22 to 24 are simplified representations of details of a Sturzmeßvorrichtung for Radprüfvorrichtungen according to Fig 19 to 21.

FIG. 25 shows a simplified illustration of the wheel test system according to FIGS . 16 to 18 coupled to a display device; FIG.

Fig. 26 to 28 are schematic diagrams for explaining the operation principle of the Radprüfsystems according to Fig 16 to 18.

Figure 29 is a schematic perspective view of an embodiment in which a Sturzmeßarm is moved by means of an actuating cylinder.

FIGS. 30 and 31 are simplified illustrations of an execution in which the static Radprüfvorrichtung 19 is converted into a dynamic form Radprüfvorrichtung to 21 shown in FIG., In which a wheel can be tested while it is in rotation.

The wheel test device ( 10 ) shown in Fig. 1 as the first embodiment of the invention contains a substantially box-shaped housing ( 11 ) with a bottom ( 11 a ) made of a substantially rectangular, flat plate, and four side walls, which differ from the four Extend the edges of the bottom ( 11 a ) upwards and each have specially shaped openings. At one end of the bottom ( 11 a ) an arm ( 12 ar ) is attached by means of a trestle or bracket ( 12 he ). The front end of the arm ( 12 ar ) is pivotally connected to the front end of a lever ( 12 br ) which forms part of a compensating device ( 12 ) which in turn contains a central lever ( 12 c ), one end of which at the other end of the Lever ( 12 br ) is articulated. The middle lever ( 12 c ) is pivotally mounted in the middle by a bearing shaft ( 12 d ) and can accordingly be rotated horizontally around it. The compensation device ( 12 ) is symmetrical right and left and also contains a lever ( 12 bl ) corresponding to the lever ( 12 br ).

As can be seen from FIGS . 2 and 3, four wheel testing devices ( 10 ) corresponding to the four wheels of a four-wheeled vehicle are usually provided. In a wheel test system, as shown in Figs. 2 and 3, two transversely spaced wheel testers ( 10 ) are provided for the two front wheels of the vehicle and another pair of transversely spaced wheel testers ( 10 ) are for the provided two rear wheels of the vehicle. In the wheel test system shown in FIGS . 2 and 3, four wheel test devices ( 10 ) are spaced apart from one another in the longitudinal and transverse directions. As will be explained later, however, each of the wheel test devices ( 10 ) is movable at least in the transverse direction. The paired wheel test devices ( 10 ) for the front wheels or the rear wheels can thus be moved, for example, on horizontally running guide rails, so that the wheel test devices ( 10 ) of a pair can be arranged closer to one another or further apart. Devices can also be used to change the distance between the two wheel test devices ( 10 ) for the front wheels and the two wheel test devices ( 10 ) for the rear wheels, for example by means of longitudinal rails; In this case, the wheel test system can be used for vehicles with different wheelbases.

As shown in Fig. 2, two wheel guides ( 70 ) are attached to the housing ( 11 ) of each wheel test device ( 10 ), which have a certain distance from one another and are used to guide an incoming wheel into the associated wheel test device. The wheel guides ( 70 ) of each pair are bent outwards at the front end so that the respective wheels come into contact with one of the wheel guides when a vehicle to be tested arrives from above in the direction of the arrow, that is to say in FIG. 2, the corresponding wheel testing device then is moved in the transverse direction and the wheel can properly enter a predetermined position of the associated wheel test device ( 10 ). Since the two wheel test devices for the left and right wheel are functionally coupled to one another via the compensating device ( 10 ), the center of the track, i.e. the center between the right and left wheel, is essentially in agreement with a center line CL of the present test system if the right and left wheels are correctly positioned in the two right and left wheel testers ( 10 ). The center line CL is defined as a straight connection between the centers ( 12 d ) of the front and rear compensation device ( 12 ). The longitudinal center line of a vehicle to be tested, which is defined by the connecting straight line between the front and the rear lane center of the vehicle, is therefore essentially coincident with the center line CL of the wheel test system, which in turn is connected by the connecting straight line between the centers ( 12 d ) of the front and the rear compensation direction ( 12 ) is defined.

Fig. 3 shows the system in which the right and left wheel test device ( 10 ) for the front wheels are functionally coupled by the front compensation device ( 12 ) and the further right and further left wheel test device ( 10 ) for the rear wheels in a corresponding manner the rear compensation device ( 12 ) are coupled. The rear compensation device ( 12 ) has a fixed center ( 12 d ) and the right and left wheel test devices ( 10 ) are therefore always arranged symmetrically on the right and left with respect to this center. The rear compensation device ( 12 ) also has a corresponding center ( 12 d ). The hypothetical longitudinal center line CL , which is defined by the straight line connecting the centers ( 12 d ) of the front and rear compensating device, therefore also forms a center line of the present wheel test system. The distance L between the centers of the front wheel test devices ( 10 ) and the centers of the rear wheel test devices ( 10 ) also corresponds to the wheelbase of the vehicle to be tested. As mentioned, provision can be made for adjusting the distance L between the front and rear wheel test devices ( 10 ) by the front and / or the rear wheel test devices being movably mounted in the longitudinal direction with respect to the respective other wheel test devices. With such a construction, the present wheel test system can be used for vehicles with different wheelbases or wheelbases.

In the Radprüfvorrichtung (10) of Fig. 1 is movably supported, the housing (11) on two guide rails (13 f) and (13 b) which extend in the transverse direction of the device and spaced from each other in their longitudinal direction. The guide rails ( 13 f ) and ( 13 b ) can be fixed on the floor of a pit P (see FIG. 10) of a test station or, if the distance L can be changed, they can be arranged on other guide rails, not shown, which extend in the longitudinal direction. Since the wheel test device ( 10 ) is movably mounted in the transverse direction on the guide rails ( 13 f ) and ( 13 b ), the position of a vehicle driven into the test station, the wheel of which enters the associated wheel test device ( 10 ), is adjusted in the transverse direction in this way or positioned so that the longitudinal center line of the vehicle is aligned with the longitudinal center line CL of the present wheel inspection system.

On the bottom ( 11 a ) of the housing two substantially U-shaped brackets ( 25 ) are fixed parallel to each other and in the longitudinal direction at a distance from each other, each bracket ( 25 ) extending in the transverse direction. On the brackets ( 25 ) and extending between them, right and left guide rails ( 24 l ) and ( 24 r ) (the latter not visible in FIG. 1) are firmly attached. On the guide rails ( 24 l ) and ( 24 r ) two intermediate bracket elements ( 23 f ) and ( 23 b ) ( 23 f not visible) are arranged so as to be displaceable in the longitudinal direction at a mutual distance. The intermediate bracket elements ( 23 f ) and ( 23 b ) are each firmly connected to a corresponding guide rail ( 21 f ) and ( 21 b ). On the guide rails ( 21 f ) and ( 21 b ) a floating table ( 20 ) is slidably arranged so that it can move under guidance by the guide rails ( 21 f ) and ( 21 b ) in the transverse direction. A pair of lower guide rails ( 24 f ) and ( 24 b ) and a pair of upper guide rails ( 21 f ) and ( 21 b ) run at right angles to each other, namely the lower guide rails ( 24 r ) and ( 241 ) extend in the Longitudinal direction and the upper guide rails ( 21 f ) and ( 21 b ) in the transverse direction. The floating table can therefore move in a plane parallel to the bottom ( 11 a ) of the housing ( 11 ) and with respect to this in any direction.

In the middle of the floating table ( 20 ) is an upper middle rotatable shaft ( 27 ) by a rotary bearing ( 26 ) gela gert. The upper rotatable shaft ( 27 ) defines the center of the floating table ( 20 ) and does not move in the vertical direction normal to the plane of the floating table ( 20 ), but it can move due to the pivot bearing ( 26 ) with respect to the floating table ( 20 ) rotate. At the upper end of the upper middle shaft ( 26 ) an essentially U-shaped bearing roller arrangement ( 30 ) is fixedly attached. The storage roller assembly ( 30 ) includes a bottom and two side walls extending upward from opposite sides of the bottom. On the two side walls of the bearing roller arrangement ( 30 ), two bearing rollers ( 31 ) are rotatably mounted, which extend parallel to one another and at a predetermined distance from one another between the side walls. A corresponding wheel ( 1 ) of a vehicle to be tested is rotatably seated on the bearing rollers ( 31 ) when the vehicle has been brought into the test position.

In one embodiment of the present invention, at least one of the two bearing rollers ( 31 ) is coupled to a drive device. In the present case, at least one of the two support rollers ( 31 ) is driven so that it rotates and the wheel ( 1 ) placed on the two support rollers ( 31 ) is rotated by positive contact with the support rollers ( 31 ). In this case, the driven bearing roller or rollers (31) can be provided with a plurality of longitudinal grooves on its circumference in order to improve the friction or non-positive connection between the bearing roller ( 31 ) concerned and the wheel ( 1 ) seated on it. The drive device for the storage roller or rollers (31) can be, for example, a motor. This drive motor can be separated from the bearing roller ( 31 ) in question, or it can alternatively be arranged in the bearing roller in question.

Fig. 8a shows an embodiment in which the drive motor is accommodated in one of the bearing rollers (31), which also applies for the embodiment of FIG. 1. Another embodiment is shown in FIG. 8b, in which a drive motor ( 81 ) is provided which is separate from the bearing roller ( 31 ) and which is coupled to the relevant bearing roller ( 31 ) via a clutch ( 80 ).

In the construction shown in Fig. 8a, the bearing roller ( 31 ) includes a cylindrical shell ( 31 a ) in which a coil ( 31 b ) is fixed by means of a support frame ( 31 d ), and an armature ( 31 c ) by the coil ( 31 b ) is separated and arranged in this. In the embodiment shown in Fig. 1 there is an anchor ( 31 c ) in the bearing roller ( 31 ). In this construction, the armature ( 31 c ) is fixed and therefore stationary, while the coil ( 31 b ) and the cylindrical jacket ( 31 a ) integrally connected to it are rotatable about the armature ( 31 c ). In the alternative construction shown in Fig. 8b, the bearing roller ( 31 ) consists essentially only of the rotatable cylindrical jacket ( 31 a ) and contains no anchor. The cylindrical jacket ( 31 a ) can be coupled through the clutch ( 80 ) to the outer motor ( 81 ) or decoupled from it, so that the bearing roller ( 31 ) can be rotated in a certain direction by the external motor as desired . The construction shown in Fig. 8b can also be modified in that a pulley be attached to one end of the cylindrical shell ( 31 a ) and the bearing roller ( 31 ) is driven by a belt from the motor ( 81 ).

In the construction described above for the rotatable mounting of the wheel ( 1 ) of a vehicle, two rotatably mounted and in the longitudinal direction of the vehicle spaced apart storage rollers ( 31 ) are provided, but you can also provide any other number of storage rollers ( 31 ), z . B. one role or three roles. Instead of bearing rollers ( 31 ), any other device for rotatably supporting a wheel ( 1 ) of a vehicle can also be used. For example, you can use an endless belt that extends between two idlers and the wheel ( 1 ) of the vehicle can then be rotatably supported on this endless belt. Another possibility is to use a flat plate which has a number of balls or rollers for rotatably supporting a wheel ( 1 ) at the top. In this case, however, precautions must be taken to limit or fix the position of the wheel ( 1 ) in the longitudinal direction.

In the Radprüfvorrichtung of FIG. 1 is a front attack or stop member (32) integrally provided at the rear end and said storage roller assembly (30). If desired, the engagement member ( 31 ) can be formed by machining, such as milling. The attack members each extend forward and backward and are provided with a substantially circular hole ( 32 a ) at their front end. In the illustrated embodiment, this attack hole ( 32 a ) is partially open. As can also be seen from Fig. 1, an engaging projection ( 33 ), the position of which corresponds to that of the hole ( 32 a ), is provided. The projection ( 33 ) is movable in the longitudinal direction between an advanced and a retracted position and can engage in the advanced position in the hole ( 32 a ) of the support roller assembly ( 30 ). Note that the link ( 32 ) and the projection ( 33 ) form a storage roller pivot system in which the storage roller assembly ( 30 ) can pivot in a plane such as a horizontal plane, the projection ( 33 ) forming the center of the pivoting movement. When the wheel ( 1 ) rotates on the bearing rollers ( 31 ), a pushing force ( 1 ) occurs between the wheel ( 1 ) and the bearing rollers ( 31 ), so that the bearing rollers ( 31 ) and thus the bearing roller arrangement ( 30 ) pivot in one plane until the axis of rotation of the wheel ( 1 ) is substantially parallel to the axis of rotation of the bearing roller ( 31 ) and the wheel ( 1 ) and the bearing rollers ( 31 ) are aligned with each other. A more detailed explanation of this positioning roller pivoting system follows with reference to FIGS. 13 and 14.

The storage roller assembly ( 30 ), as described ben ben, a wheel to be tested ( 1 ) rotatable about its own axis of rotation and can also rotate about the upper middle shaft ( 27 ) in one plane with respect to the housing ( 11 ). In addition, the bearing roller arrangement ( 30 ) supports the wheel ( 1 ) in a translatory manner in one plane with respect to the housing ( 11 ) through the upper and lower guide rails ( 21 f , 21 b or 24 l and 24 r ).

On the bottom ( 11 a ) of the housing ( 11 ) is a pair of guide rails ( 11 f ) and ( 11 b ) ( 11 f in Fig. 1 not visible) attached, which extend in the transverse direction and are spaced apart in the longitudinal direction . On these guide rails ( 11 f ) and ( 11 b ), a lower storage table ( 40 ) is slidably mounted so that it can move freely in the transverse direction, guided by these guide rails ( 11 f ) and ( 11 b ). A plurality of balls ( 59 ) (see FIG. 5a) is rotatably arranged on the upper side of the lower storage table ( 40 ), and an upper storage table ( 41 ) is arranged on these balls ( 59 ), which accordingly corresponds to the lower storage table ( 40 ) can move in a plane that is parallel to and is defined by the lower storage table ( 40 ). At the upper storage table ( 41 ) pantograph mechanism ( 42 ) is connected from four levers articulated to each other. Two pairs of guide rails ( 41 f ) and ( 41 b ) or ( 41 r ) and ( 41 l ) are cross-shaped on the upper storage table ( 41 ) attached. On the longitudinal guide rails ( 41 f ) and ( 41 l ) two sliding pieces ( 43 f ) and ( 43 b ) are slidably arranged and on the transverse guide rails ( 41 r ) and ( 41 l ) there are two blocks ( 43 r ) and ( 43 l ) arranged sliding. The sliders ( 43 f , 43 l ) and the blocks ( 43 r , 431 ) are connected by the four levers of the pantograph mechanism ( 42 ).

On the block ( 43 r ) an actuating cylinder ( 44 a ) is attached, the push rod ( 44 b ) is attached with its free end to the opposite block ( 43 l ). By actuating the actuating cylinder ( 44 a ), the blocks ( 43 r ) and ( 43 l ) lying opposite one another can thus be brought closer to one another and removed from one another. Since the blocks ( 43 r and ( 43 l ) are functionally coupled to one another by the pantograph mechanism ( 42 ), they are held in position symmetrically with respect to the center of the pantograph mechanism ( 42 ).

The left and right blocks ( 43 l ) and ( 43 r ) are firmly connected to a left and right pressure roller arrangement ( 47 l ) and ( 47 r ). The blocks ( 43 l ) and ( 43 r ) are substantially L-shaped for this purpose and accordingly contain a vertically running lower bracket part ( 45 l ) and ( 45 r ), which stands up from the end of a horizontal part. The pressure roller assemblies ( 47 l ) and ( 47 r ) correspondingly contain an upper mounting part ( 46 l ) and ( 46 r ) which, in the assembled state, into the lower mounting parts ( 45 l ) and ( 45 r ) of the blocks ( 43 l ) or ( 43 r ) fits. The pinch roller assemblies ( 47 l ) and ( 47 r ) are therefore each formed integrally with the corresponding block ( 43 l ) and ( 43 r ). Each of the pinch roller assemblies ( 47 l ) and ( 47 r ) has a pair of pinch rollers ( 47 lf - 47 lb and 47 rf - 47 rb ). The paired pressure rollers ( 47 lr ) and ( 47 lb ) or ( 47 rf ) and ( 47 rb ) are rotatably mounted (see Fig. 5c) and they are inclined with respect to the vertical so that the direction of rotation of the pressure rollers each with the direction of movement (or circumferential direction) of the side surface of a wheel ( 1 ) matches when the pressure roller makes rolling contact with this surface. In other words, the pressure rollers are inclined so that their axis of rotation extends in the radial direction of the wheel ( 1 ) against which the pressure roller in question is pressed. If the present wheel test device ( 10 ) is to be used for wheels of different diameters, it may therefore be expedient to make the inclination or inclination of the pressure wheels or rollers adjustable.

Since the pinch roller assemblies ( 47 l ) and ( 47 r ) are firmly attached to the respective block ( 43 l ) and ( 43 r ), they can be approximated or removed from one another. The pinch roller assemblies ( 47 l ) and ( 47 r ) can thus be between a retracted position where they are removed from the wheel ( 1 ) mounted on the support rollers ( 31 ) and an advanced position in which they are in rolling contact with the left or right side surface of the wheel ( 1 ) are brought to be moved. The movement of the pinch roller assemblies ( 47 l ) and ( 47 r ) bezüg Lich the wheel is controlled by actuating the two-way actuating cylinder ( 44 a ). So if one side of the actuating cylinder ( 44 a ) is supplied with hydraulic pressure medium, so that the push rod ( 44 b ) is pushed outwards, the two pinch roller assemblies ( 47 l ) and ( 47 r ) continue in the direction of the retracted position separated from each other. In contrast, when the hydraulic pressure medium of the other side of the actuating cylinder (44 a) fed to the push rod is retracted (44 b) in the cylinder (44 a), so that the two contact pressure roller assemblies (47 l) and (47 r) in the pushed forward position in which they make rolling contact with the left or right side surface of the wheel ( 1 ).

In the middle of the upper bearing plate ( 41 ), a lower middle shaft ( 41 e ) is fixedly attached, which extends vertically downwards into a rotary bearing ( 50 ) which is arranged in the middle of the lower bearing plate ( 40 ). As can best be seen from Fig. 5b, the center of the lower middle shaft ( 41 e ) is always aligned with the center of the pantograph mechanism ( 42 ). Even if the panto graph mechanism (42) (a 44) changes its shape upon actuation of the actuating cylinder, that is, the center remains of the pantograph mechanism (42), the center that is between the pair of oppositely disposed Andruckrollenan Regulations (47 l) and (47 r ), always in register with the middle of the lower middle wave ( 41 e ). So if after positioning a wheel ( 1 ) on the bearing rollers ( 31 ) the actuating cylinder ( 44 a ) is operated to the two pinch roller assemblies ( 47 l ) and ( 47 r ) in rolling contact with the side surfaces of the wheel ( 1 ), the geometric center of the wheel ( 1 ) as a test object is determined by the center of the two opposing pinch roller arrangements ( 47 l ) and ( 47 r ) and the geometric center of the wheel ( 1 ) is therefore at the center of the lower center -Shaft ( 41 e ) aligned. In this case, the upper central shaft ( 27 ) is also aligned with the lower central shaft ( 41 e ) when the geometric center of the wheel ( 1 ) is in register with the center of the upper central shaft ( 27 ).

The inner pivot bearing ( 50 ) rotatably supports the lower center shaft ( 41 e ) and is itself rotatably supported in an outer pivot bearing ( 51 ). The outer rotary bearing ( 51 ) is movably arranged on a swivel plate ( 52 ). As shown in more detail in Fig. 4, the plate with the pivot (52) a pivot lever (53 ar) formed integrally, projecting from one end of the pivot plate (52) and approximately point in its central part on a fixed pivot (53 br ) is pivotally mounted, which in turn is fixed to the bottom of the pit. The other end of the pivot lever ( 53 ar ) is connected to a pantograph mechanism ( 54 ) by means of a pin ( 54 ar ). The pantograph mechanism ( 54 ) is pivotally connected to two sliders ( 54 b ) and ( 54 c ) which slide on a longitudinally extending rail ( 54 ) which is fixed to the bottom of the pit. With the other end of the pantograph mechanism ( 54 ), another wheel test device, not shown in FIGS . 1 and 4, is connected in accordance with the wheel test device ( 10 ) according to FIG. 1. The lower center shaft ( 41 e ) of the wheel test device ( 10 ) thus moves around the pivot point ( 53 br ) along a circular path; however, the lower center shafts ( 41 e ) of the left and right wheel testers ( 10 ) connected by the pantograph mechanism ( 54 ) are always kept in a symmetrical position with respect to the longitudinal center line CL . Thus, when the actuating cylinders ( 44 a ) of the respective left and right wheel testers ( 10 ) are operated to clamp the wheel ( 1 ) by bringing the pinch rollers into rolling contact with the wheel, the lower center shafts ( 41 e ) the left and right wheel inspection devices ( 10 ) are positioned symmetrically with respect to the longitudinal center line CL and the geometric centers of the left and right wheels ( 1 ) are therefore arranged symmetrically with respect to the longitudinal center line CL .

As shown in Fig. 4, the pivot plate ( 52 ) is slidably mounted on two guide rails ( 85 f ) and ( 85 b ), which are firmly laid on the bottom of the pit. Since the pivot plate ( 52 ) pivots in a horizontal plane around the pivot point ( 53 br ), these guide rails ( 85 f ) and ( 85 r ) are bent with the pivot point ( 43 br ) as the center. The outer pivot bearing ( 51 ) is provided with a left and a right projection ( 51 l ) and ( 51 r ) and arranged in an essentially union-shaped opening ( 51 a ) of the pivot plate ( 51 ). On the left and the opposite right surface of the rectangular opening ( 51 a ) of the pivot plate ( 51 ) two grooves ( 52 l ) and ( 52 r ) are formed, the left and right projection ( 51 l , 51 r ) of the outer sliding bearing ( 51 ) slidably. The pivot plate ( 52 ) can thus rotate about the pivot point ( 53 br ), the outer pivot bearing ( 51 ) and thus the lower center shaft ( 41 e ), however, only move linearly in the transverse direction perpendicular to the longitudinal center line CL of Wheel inspection system. The reason for this is that the lower center shaft ( 41 e ) is connected to the lower bearing plate ( 40 ) by the inner pivot bearing ( 50 ) and only in the transverse direction along the transverse guide rails ( 11 f ) and ( 11 b ) is slidably movable.

As shown in FIGS. 1 and 5a show, also at the lower end of the lower middle shaft (51 e) fixedly mounted a camber angle detector or sensor (56). Thus, when the two Andruckrollenanordnungen (47 l) and (47 r) are moved to the advanced position, to bring the pressure rollers in rolling contact with the wheel (1), the orientation of the upper support plate (41) corresponding to the orientation of the wheel ( 1 ) aligned. Since the lower middle shaft ( 41 e ) is firmly attached to the center of the upper bearing plate ( 41 ), the angular position of the lower middle shaft ( 41 e ) matches the direction of the wheel ( 1 ). Since the camber angle detector ( 56 ) is fixedly attached to the lower end of the lower center shaft ( 41 e ), the camber of the wheel ( 1 ), which is clamped by the two pinch roller assemblies ( 47 l ) and ( 47 r ), can thereby be determined exactly that one measures the rotation of the lower center shaft ( 41 e ) with respect to their reference angular position.

The wheel test device ( 10 ) shown in Fig. 1 is also provided with a locking device ( 60 ). The locking device ( 60 ) is attached to the housing ( 11 ) and can be brought into engagement with the two bearing rollers ( 31 ), which are locked and prevented from rotating when the locking device is brought into engagement with the bearing rollers ( 31 ). In the shown execution form the locking means (60) (f 62) comprises a actuating cylinder (61) and two actuating arms (62 b) that (f 63) via pins or (63 b) with the actuating cylinder (61) coupled are. The actuating arms ( 62 f ) and ( 62 b ) each have a distal end which is movable between an advanced and a retracted position. So if the distal ends of the actuating arms ( 62 f ) and ( 62 b ) are brought into the advanced position by the actuating cylinder ( 61 ), they come into engagement with the two support rollers ( 31 ) and lock or lock these rollers so that they can no longer turn On the other hand, when the operating arms ( 62 f ) and ( 62 b ) are brought into the retracted position by the operating cylinder ( 61 ) and the distal ends of the operating arms ( 62 f ) and ( 62 b ) are removed from the support rollers ( 31 ) the lock is released and the positioning rollers ( 31 ) can rotate. The locking device ( 60 ) serves to lock or release the storage rollers ( 31 ) as desired, so that they can be locked when a vehicle is driven into or out of the present wheel inspection system.

Fig. 2 shows as a whole the construction of another embodiment of a wheel inspection system according to the invention, which is provided with four wheel inspection devices ( 10 ) of the type shown in Fig. 1 to test the four wheels of a four-wheeled vehicle in succession or simultaneously. The wheel test system shown in Fig. 2 includes two front wheel testers ( 10 fl ) and ( 10 fr ) which are spaced apart in the transverse direction, and also a pair of rear wheel test devices ( 10 bl ) and ( 10 br ) which are spaced apart in the transverse direction. As already described, the wheel test devices ( 10 ) are each slidably mounted on guide rails ( 13 f ) and ( 13 b ) in the transverse direction and the paired wheel test devices ( 10 bl , 10 br ) or ( 10 fl , 10 fl ) can therefore be located in the Move the cross direction towards or away from each other. As has also already been mentioned, between the wheel test devices ( 10 bl , 10 br ) or ( 10 fl , ( 10 fr ) of each pair, the respective bearing rollers ( 31 ) of the left and right wheel test devices ( 10 ) are compensated by compensation devices ( 12 ) In addition, the two pressure roller assemblies ( 47 ) of each wheel test device ( 10 ) are functionally connected by a pantograph mechanism ( 54 ). The bearing rollers ( 31 ) of the left and right wheel test devices ( 10 ) are therefore always symmetrical with respect to the longitudinal center line CL of the system and the geometric centers of the left and right wheels which are determined when the wheels are clamped by the pinch roller assemblies ( 47 ) are also equally spaced from the center line CL of the system.

In the embodiment according to FIG. 2, the two rear wheel test devices ( 10 bl ) and ( 10 br ) are mounted on a sliding table ( 82 ) which is slidably mounted on two guide rails ( 81 l ) and ( 81 r ) on which Bottom of the pit P are laid and run parallel to each other and to the center line CL of the system. The two front wheel test devices ( 10 fl ) and ( 10 fr ) are firmly mounted on the bottom of the pit P. The two rear wheel test devices ( 10 bl ) and ( 10 br ) are therefore movable along the guide rails ( 81 l ) and ( 81 r ) in the longitudinal direction with respect to the two fixed front wheel test devices ( 10 fl ) and ( 10 fr ). There is also a mechanism (not shown in FIG. 2) for locking or fixing the sliding table ( 82 ) in a specific position along the guide rails ( 81 l ) and ( 81 r ). So if vehicles with different wheelbase are to be tested, the slide table ( 82 ) can be adjusted accordingly in this construction in order to adjust the distance between the front wheel and rear wheel test devices ( 10 ) to the wheelbase of the vehicle to be tested and one can therefore check all wheels of the vehicle at the same time.

Fig. 3 shows the function of the wheel inclination measuring system of the wheel test system according to Fig. 2. The term "wheel inclination" or "wheel angle" is intended to include any inclination or any angle with respect to a predetermined reference line, ie the angle through the wheel and a predetermined reference line is formed. In particular, this term is intended to encompass the track, camber, leading or trailing, the flutter angle of a wheel and the steering or steering angle, but these are only examples. In the system shown schematically in FIG. 3, the four wheels of a four-wheeled vehicle are each arranged on a corresponding one of four wheel testing devices ( 10 ) of the system. In the present case, each wheel is placed on the two mounting rollers ( 31 ) of the associated wheel testing device ( 10 ) and the opposite side surfaces of each wheel are replaced by the two pairs of pressure rollers ( 47 rf - 47 rb ) or ( 47 lf - 47 lb ) clamped. Each wheel is therefore rotatably mounted about its own axis and its geometric center is aligned with the center of the angle sensor ( 56 ). The angle sensor ( 56 ) of each wheel test device ( 10 ) supplies a detector signal to a processing and display unit ( 80 ) in which the signal supplied to it is processed in accordance with a predetermined program and the result is displayed. The unit ( 80 ) can contain, for example, a microprocessor or microcomputer and a cathode ray tube as a display device.

In the system shown in Fig. 3, the right and left pressure rollers ( 47 fr - 47 rb ) and ( 47 lf - 47 lb ) of the wheel test devices ( 10 ) are pressed against the opposite side surfaces of a wheel, the geometric center of the clamped wheel aligned on the center of the angle sensor (56) so that a Winkelmeßsignal, the sensor (56) wins the angle of the wheel is properly processed and obtain the camber angle of the wheel in the static state. According to the present invention, the track angle of each wheel in the static state can be determined in this way, that is to say that the wheel does not rotate about its own axis during the measurement. In addition, as shown in dashed lines in FIG. 1, but not shown in FIG. 3, a vertically extending bearing lever ( 48 ) can be provided on the outer pressure roller arrangement ( 47 r ), which has an additional pressure roller ( 49 ) at its tip in order to to determine the camber of the wheel, ie the inclination of the wheel ( 1 ) with respect to the vertical. The determined information can also be fed to the processing and display unit ( 80 ) in order to measure and display the camber of the wheel ( 1 ). Preferably, the additional pressure roller ( 49 ) at the front end of the lever ( 48 ) is also rotatably mounted so that it makes rolling contact with the outer side surface of the wheel in the circumferential direction thereof.

Since in the present system each wheel is rotatably supported on two support rollers ( 31 ) about its own axis, the track and camber can also be measured dynamically, ie while the wheel rotates about its own axis of rotation. For such a dynamic measurement, one can either use an external drive, by means of which the bearing roller ( 31 ) and, via this, the wheel ( 1 ) seated on it, is rotated, or one can also drive the wheel itself, the bearing roller ( 31 ) then being free is rotatable and the wheel ( 1 ) mounted on it is set in rotation by the engine of the vehicle.

More recently, motor vehicles have four-wheel steering increasingly gaining interest and with such a vehicle the rotation of the steering wheel is transferred to all four wheels. In vehicles with four-wheel steering, the so-called angle follower type of particular interest, this is the orientation of the rear wheels according to the orientation of the front wheels determined a predetermined program. For example, if you the steering wheel gradually turns to the right, the Front wheels also gradually turned to the right, the Steering the rear wheels is somewhat different. The back in this case, wheels initially swivel over a small one Angle (e.g. 1 °) to the right. However, if the steering wheel after right over a predetermined first angle (e.g. 15 to 16 ° to the right), the front wheels swivel in ent speaking to the right, but the rear wheels gradually swiveled to the left (e.g. a maximum of 5 ° to the left).

There are therefore four-wheel vehicles in which the orientation of the rear wheels changes as a function of changes in the orientation of the front wheels according to a predetermined program. In such cases, the front wheels and the rear wheels (or their axles) must change their orientation in a certain way when the steering wheel is actuated. By storing in a memory of the processing and display unit ( 80 ) of the system according to FIG. 3 a program which specifies how the orientation of the individual wheels should change depending on the rotation of the steering wheel, the steering behavior of each individual Rades are examined and checked. In the present system, since the position of the geometric center of each wheel is aligned with the center of the angle sensor ( 56 ), the examination can be carried out with high accuracy in such cases. In addition, since each wheel is mounted on two bearing rollers ( 31 ), the wheels can also be checked dynamically, ie while the wheels are rotating about their axis. Such a dynamic test is very advantageous because it largely corresponds to the actual driving conditions of the vehicle. As mentioned, the dynamic test can be carried out with external drive or with self-drive. If it is also not shown in FIG. 3, the construction can also contain a detector for determining the angular position of the steering wheel of the vehicle under test and the signal from this detector is then fed to the processing and display unit ( 80 ).

Note that in the system shown in Fig. 3, all four wheels of a four-wheel drive vehicle can be checked at the same time. In the case of a four-wheel drive vehicle, a viscous or fluid coupling can be provided between the differential for the front wheels and the differential for the rear wheels. In such a case, if there is a relative rotation between the shafts that connect the respective differentials, all four wheels are functionally connected to one another. Therefore, if the wheels of a four-wheel drive vehicle are to be examined dynamically with an external drive, each wheel must be rotated individually so that the above-mentioned relative rotation does not occur. The direction of rotation of the wheels under these circumstances is indicated in Fig. 3 by arrows ( 85 ). In this mode, the front wheels are driven so that they turn in opposite directions, ie in the direction of arrows ( 85 fl ) and ( 85 fr ) and in addition, the right or left front wheel and rear wheel are also rotated in opposite directions, ie in the direction of the arrows ( 85 fr ) and ( 85 br ) or ( 85 fl ) and ( 85 bl ). By rotating the four wheels in the respective directions in this way, each of the four wheels can be rotated independently, so that the four wheels of a four-wheel drive vehicle can be dynamically checked in the assembled state.

In Figs. 6a to 6c are parts of Radprüfvorrichtung (10) of Fig. 1 in simplified form. As these figures show, a wheel ( 1 ) to be tested, which is mounted on a vehicle (not shown), sits on two bearing rollers ( 31 ) and can rotate about its axis on these rollers. The wheel ( 1 ) is clamped on its opposite side surfaces by means of right and left pressure rollers ( 47 rf - 47 rb ) and ( 47 lf - 47 lb ), which are pressed against the side surfaces of the wheel ( 1 ) and in the circumferential direction of the wheel on the Can roll side surfaces. The geometric center of the wheel ( 1 ) is therefore in the middle between the right and left pressure rollers, which are pressed against the opposite side surfaces of the wheel ( 1 ) and is aligned with the center of the angle sensor ( 56 ). With this construction, the track of the wheel ( 1 ) can be determined when the wheel is rotating, and the flutter angle of the wheel in the transverse direction (ie angle or amplitude) can also be determined exactly.

In the prior art, the amount of flutter of a wheel was measured using a touching or non-touching sensor on a side surface of the wheel. In this case, however, the measurement is affected by deformations (deformations) of the side face of the wheel or by embossed characters ( 1 a ) on the side face of the wheel ( Fig. 6a) and the extent of the fluttering of the wheel in the transverse direction, ie the flutter amplitude could therefore not be measured with high accuracy. If, for example, the degree of flutter of a wheel ( 1 ) in the transverse direction is measured by means of a pressure roller which rolls on one side surface of the wheel ( 1 ), a measurement signal is obtained as shown in FIG. 15. The resulting measurement signal therefore contains not only a sinusoidal main component, which corresponds to the degree of flutter of the wheel ( 1 ) in the transverse direction, but also a high-frequency secondary component, which is caused, for example, by deformation of the wheel ( 1 ) and in particular by characters on the side surface of the wheel ( 1 ) is generated. If such a secondary component is now in or near the coupling or the valley of the sinusoidal main component, the flutter transverse amplitude A cannot be measured exactly.

As shown in FIG. 7, in the present wheel testing device, the flutter angle R of each wheel ( 1 ) can be measured in the transverse direction by the corresponding angle sensor ( 56 ) by rotating the wheel ( 1 ). In addition, since the outside diameter of the wheel ( 1 ) is already known, the extent to which a wheel ( 1 ) flutters in the transverse direction, in particular its amplitude, can be precisely determined from the measured angle R and the outside diameter of the wheel ( 1 ). Since the wheel ( 1 ) in the construction according to the invention is clamped symmetrically from both sides by a pair of right and left pressure rollers, the deformations of the wheel ( 1 ) or the influence of characters ( 1 a ) cancel each other out between the right and left surfaces and therefore are not a particular problem. The characters ( 1 a ) on the tire of the wheel ( 1 ) generally indicate the name of the tire manufacturer and these characters ( 1 a ) are normally symmetrically placed on both sides of the wheel ( 1 ). The deformation of a wheel including a bulge of the lower part in the transverse direction depending on the tire pressure is also symmetrical with respect to the central plane of the wheel. Because the wheel ( 1 ) is clamped from both sides by right and left pressure rollers, as is the case with the present invention, the above-mentioned undesirable influences can be compensated for and thereby rendered essentially ineffective. It is therefore possible to precisely measure the amount of flutter of a wheel in the transverse direction. In addition, if the amount of flutter of a wheel exceeds a predetermined value, it can be decided that the assembly of the wheel ( 1 ) is faulty and must be readjusted.

Fig. 9 shows another construction for the bearing roller arrangement ( 30 ) according to FIG. 1. The bearing roller arrangement ( 130 ) shown in FIG. 9 is like the bearing roller arrangement ( 30 ) of FIG. 1 essentially 70308 00070 552 001000280000000200012000285917019700040 0002003817310 00004 70189chen U-shaped and contains two parallel, rotatably mounted bearing rollers ( 31 ). However, the support roller assembly ( 130 ) is not attached directly to the upper rotating shaft ( 27 ) but is pivotally mounted on a base plate ( 136 ) which in turn is attached to the upper end of the upper rotating shaft ( 27 ). One side of the storage roller assembly (130) is connected by means of a bearing pin (131) pivotally connected to the base plate (136) and from the opposite side of the storage roller assembly (130) moves a projection (132) in front. Below the projection ( 132 ), an actuating cylinder ( 133 ) is attached to the base plate ( 136 ), while a piston rod ( 135 ), which is displaceable in the actuating cylinder ( 133 ), is attached with its front end to the projection ( 132 ). An angle detector ( 135 ) is also arranged between the bearing roller arrangement ( 130 ) and the base plate ( 136 ).

With the construction described above, the camber angle (alpha) of a wheel can therefore be measured by setting the axis of the bearing roller ( 31 ) by means of the actuating cylinder ( 133 ) parallel to the axis of rotation of the wheel ( 1 ) to be tested, which is mounted on a vehicle, and then reads the value measured by the angle detector ( 135 ) in this state. In an alternative construction, a compression spring with a suitable spring constant can be arranged between the projection ( 132 ) and the base plate ( 136 ) instead of the actuating cylinder ( 133 ). In this alternative construction, if a wheel ( 1 ) is placed on the bearing rollers ( 31 ), the axis of rotation of the bearing rollers ( 31 ) automatically adjusts itself parallel to the axis of rotation of the wheel, so that the camber angle of the wheel ( 1 ) is then in this state by means of of the angle detector ( 135 ) can be determined.

In Fig. 10, an alignment system for adjusting the degree is the inclination of each of the four wheels (1) shown results by means of a robot (101) in dependence on the determined with the present Radprüfvorrichtung (10) measurement. In this adjustment system, as shown in Fig. 3, the degree of inclination of each wheel ( 1 ) is determined and the determined value is supplied to the processing and display unit ( 80 ) to be processed according to a predetermined program, and then a correction value for the inclination of each wheel ( 1 ) is fed to the robot ( 101 ), which then adjusts the degree of inclination of the respective wheel in accordance with the correction value. In the illustrated embodiment, the robot ( 101 ) is arranged in the pit P , which extends below the floor level GL of the workplace.

Fig. 11 schematically shows the construction of another embodiment of a locking mechanism that can be used to lock the bearing rollers ( 31 ) of the present wheel inspection device when necessary. In the illustrated in Fig. 1 construction, a locking mechanism (60) is provided to the position approximately roll (31) to prevent them from rotating when a wheel (1) driven onto the bearing rollers (31) or is moved away from these storage rolls. In this locking mechanism ( 60 ) the tips of two arms ( 62 f ) and ( 62 b ) are brought into direct contact with the two support rollers ( 31 ) in order to lock them. In the construction shown in FIG. 11, on the other hand, a vertically movable lifting plate ( 111 ) is provided between the two bearing rollers ( 131 ) and this lifting plate ( 111 ) is pivotably attached to the tip of a piston rod ( 115 ) of an actuating cylinder ( 114 ). In the embodiment shown, the lifting plate ( 111 ) has an approximately trapezoidal cross-section and has a central surface ( 112 ) and two curved braking surfaces at opposite ends of the central surface ( 112 ). The curved braking surfaces are each provided with a brake shoe ( 113 a ) or ( 113 b ). So if the piston rod ( 115 ) is moved upwards by the actuating cylinder ( 114 ), the brake shoes ( 113 a , 113 b ) are pressed against the respective bearing roller ( 31 ) and prevent them from rotating. In this state, the wheel ( 1 ) is then moved onto the lifting or support surface ( 112 ). The piston rod ( 114 ) is then moved back down by means of the actuating cylinder ( 114 ), so that the brake shoes ( 113 a , 113 b ) move away from the respective position, so that these rollers can rotate freely again while the wheel ( 1 ) is brought to sit on the two rollers ( 31 ). When the lifting plate ( 111 ) is in its lower position, the wheel ( 1 ) does not touch the bearing surface ( 112 ).

Fig. 12 shows a locking device ( 115 ) for simultaneously locking or unlocking two rotatably mounted bearing rollers, which are particularly suitable as an alternative to the locking device ( 60 ) for the present wheel test device ( 10 ). Fig. 12 shows a specific design in which the locking means (150) is used as a locking device of the Radprüfvorrichtung (10) application.

As shown in Fig. 12, at one end of a bearing roller ( 31 ) an integral end gear ( 153 a ) is provided and at one end of the other bearing roller ( 31 ) another end gear ( 151 a ) is integrally provided. The toothed wheels ( 153 a , 151 a ) thus rotate integrally with the respective bearing rollers ( 31 ). Between the gears ( 151 a ) and ( 153 a ) an intermediate gear ( 152 a ) is provided, which meshes with the two gears ( 151 a , 153 a ). The intermediate gear ( 152 a ) is supported by a bearing ( 152 b ) on an intermediate shaft ( 152 c ) at a suitable point. So if one of the two bearing rollers ( 31 ) is driven in a predetermined direction, the two bearing rollers ( 31 ) rotate because of the intermediate gear ( 152 a ) in the same direction at the same speed.

On a non-illustrated, rotating shaft of the toothed wheel ( 153 a ), a left actuating lever ( 155 ) is pivotally mounted by means of a bearing ( 153 b ). On a rotating shaft of the gear ( 151 a ), not shown, a right actuating lever ( 154 ) is pivotably mounted via a bearing ( 151 b ). The actuation levers ( 155 ) and ( 154 ) normally extend downwards. In the middle of the left operating lever ( 155 ) is a shaft ( 158 c ) is introduced, on which a ratchet gear ( 158 a ) is supported by a bearing ( 158 b ). The ratchet gear ( 158 a ) is arranged so that it remains in engagement with the gear ( 153 a ). In the middle of the right operating lever ( 154 ) a shaft ( 157 c ) is arranged on which a ratchet wheel ( 157 a ) is mounted by a bearing ( 157 b ). The locking gear ( 157 a ) is arranged so that it is constantly in engagement with the gear ( 151 a ).

The locking device ( 150 ) further includes an actuating cylinder ( 156 a ), the base end of which is pivotally attached to the lower end of the right actuating lever ( 154 ). The actuating cylinder ( 156 a ) contains a displaceable piston rod ( 156 b ), the outer end of which is connected to the lower end of the left actuating lever ( 155 ).

When the piston rod ( 156 b ) is extended from the actuating cylinder ( 156 a ), as shown in FIG. 12, the ratchet gears ( 157 a , 158 a ) are only in engagement with the respective end gears ( 151 a , 153 a ) and there is no lockout. The state shown in Fig. 12 is thus the unlocked state in which the two bearing rollers ( 31 ) rotate at the same speed in the same direction because of the intermediate gear ( 152 a ).

On the other hand, when the piston rod ( 156 b ) by the actuating cylinder Be ( 156 a ) is retracted into this, the right actuating lever ( 154 ) pivots clockwise, so that the locking gear ( 157 a ), which is in engagement with the gear ( 151 a ) is located, also comes into engagement with the intermediate gear ( 152 a ). Simultaneously, the left actuating lever (155) is pivoted in the counterclockwise direction so that the ratchet wheel located (158 a) also comes in engagement with the end gear (153 a) even with the intermediate gear (152 a) engaged. Since torques act in opposite directions on the respective ratchet gears ( 157 a ) and ( 158 a ) under these circumstances, rotation is prevented and the bearing rollers ( 31 ) can no longer rotate. In the construction shown in Fig. 12, two ratchet gears ( 157 a , 158 a ) are provided; in principle, however, only one of these two ratchet gears ( 157 a ) or ( 158 a ) is required.

It is also possible to use the tips of the actuating levers ( 62 f ) and ( 62 b ) of the locking device ( 60 ) according to FIG. 1 with the lower ends of the right and left actuating levers ( 154 ) and ( 155 ) which are shown in FIG to 12 are shown. combine. With such a construction, the two support rollers ( 31 ) can be locked or released at the same time simply by having at least one of the locking gears ( 157 a , 158 a ) in engagement with both the gear ( 151 a ) or ( 153 a ) and the Intermediate gear ( 152 a ) brings or disengages from this intermediate gear ( 152 a ).

In Figs. 13 and 14 is shown according to another embodiment of the present invention constructed means (160) for absorbing thrust or impact of a rotating wheel, which is particularly suitable for use in the present Radprüfvorrichtung (10). In the construction shown in FIG. 1, this device ( 160 ) is installed in the bearing roller arrangement ( 30 ). As shown in FIGS. 13 and 14 show, the storage roller assembly (30) has a substantially U-shaped cross section and a flat bottom and two side walls (32 b) extending from opposite sides of the planar bottom (32) upward. Between the two side walls ( 32 b ) extend two storage rollers ( 31 ) arranged parallel to one another, which are capable of supporting a wheel ( 1 ) of a vehicle.

The bottom ( 32 ) has an open engagement hole ( 32 a ) at the front end and at the rear end. There is also a fixed actuating cylinder ( 34 a ) with a piston rod ( 34 b ), the front end of which is provided with an engagement or coupling disc ( 33 ). When the piston rod (34 b) of the actuating cylinder (34 a) extended, the disk (33) engages the front end of the piston rod (34 b) in the hole (32 a) of the storage reel assembly (30). Figs. 13 and 14 show the state after this engagement has taken place. The storage roller assembly ( 30 ) is freely movable in a plane such as the horizontal plane, but the measures provided for this purpose are not shown in FIGS. 13 and 14 for the sake of simplicity. For example, the bottom ( 32 ) of the storage roller arrangement ( 30 ) can be rotatably arranged on the upper rotating shaft ( 27 ), which is movable in a horizontal plane, or can be mounted on a number of balls on the top of a carrier plate. If, as shown in FIGS. 13 and 14, the coupling disc ( 33 ) engages in the coupling or engagement hole ( 32 a ), the support roller assembly ( 30 ) can in a horizontal plane around the engagement between the coupling disc ( 33 ) and swivel the coupling hole ( 32 a ).

When the wheel ( 1 ) supported on the support rollers ( 31 ), as shown in Figs. 13 and 14, is a wheel mounted on a vehicle, the so-called inclination, like the track, of the wheel ( 1 ) is adjusted. The bearing roller arrangement ( 30 ) is thus initially arranged in a predetermined straight position, which is shown in broken lines in FIG. 13. If in this state then a wheel ( 1 ) is placed on the position rollers ( 31 ), the axis of rotation of the wheel ( 1 ) is generally not parallel to the axis of rotation of the bearing rollers ( 31 ), so that a non-zero angle of inclination between these two Axes of rotation exist. Now when the wheel ( 1 ) is rotated under these circumstances, a thrust or impact occurs between the wheel ( 1 ) and the support rollers ( 31 ) and as a result the support roller assembly ( 30 ) pivots in the horizontal plane in the direction of the Arrow A around the clutch disc ( 33 ) as a swivel center. When the support roller assembly ( 30 ) is pivoted to a position in which the axis of rotation of the support rollers ( 31 ) is parallel to the axis of rotation of the wheel, as shown in solid lines in Fig. 13, the pivoting movement of the support roller assembly ( 30 ) stops in the direction of the Arrow A and the storage roller assembly ( 30 ) remains in the position assumed. Assuming that the starting position of the position roller arrangement ( 30 ) shown in dashed lines in FIG. 13 corresponds to a position parallel to the center line CL of the test system, then corresponds to the angle between the starting position and the equilibrium position at which the axis of rotation of the wheel ( 1 ) is on position approximately roll (31) parallel to the axes of rotation of the storage roll passes (31), the toe angle of the wheel (1). With a detector provided for measuring the angle of the pivoting movement of the bearing roller arrangement ( 30 ), the toe angle of the wheel ( 1 ) can thus be determined. In the construction shown in Figs. 13 and 14, a desired wheel parameter (in the present embodiment, the toe angle) can be determined by absorbing any thrust or shock between the wheel ( 1 ) and the support rollers ( 31 ) while the wheel rotates on its own axis and runs on the bearing rollers ( 31 ). It should be noted that the present impact or thrust absorber is not limited to measuring the toe angle, but is also for absorbing and eliminating any thrust or impact between a rotating object, such as a wheel, and one or more support rollers that do so store rotating object can be used by causing a relative pivoting movement between the rotating object and the roller supporting it until the axis of rotation of the rotating object is parallel to the axis of rotation of the supporting roller.

In the construction shown in Figs. 13 and 14, an engaging or coupling hole ( 32 a ) is formed at both the front and rear ends of the bottom ( 32 ) of the support roller assembly ( 30 ). However, only one such coupling hole ( 32 a ) can be provided, depending on the direction in which the wheel ( 1 ) rotates. It is therefore only necessary to provide such a coupling hole at the front end with respect to the rotation of the wheel ( 1 ). However, as mentioned above, when the four wheels of a four-wheel drive vehicle are to be checked at the same time, and then it is necessary to turn a front and rear wheel or a left and a right wheel in opposite directions, it is preferable to both front and rear at the rear end of the bottom ( 32 ) each have a coupling hole ( 32 a ).

The diameter of the coupling hole ( 32 a ) is preferential, by a predetermined tolerance L 'larger than the diameter of the coupling disc ( 33 ). This tolerance L 'is defined as the distance between the front end of the coupling disc ( 33 ) and the deepest point of the coupling hole ( 32 a ) and should equal the sum of the permissible deviation of the base wheel distance of the vehicle to be tested and the displacement between the time, at which the rotation of the wheel ( 1 ) is started until the point in time at which a state of equilibrium is reached. By this game between the coupling plate ( 33 ) and the coupling hole ( 32 a ) is avoided that undesirable forces are transmitted to the storage roller assembly ( 30 ) and the storage roller assembly ( 30 ) can therefore a possible push or impact of the wheel ( 1 ) gently record, tape. It should also be noted that it is not always necessary to make the coupling hole ( 32 a ) partially open, as is the case with the embodiment shown in FIG. 13; it is also possible to provide a complete, round, continuous hole in the base ( 32 ). In this case, however, a vertically movable coupling pin must be provided which can be inserted into and removed from this coupling hole. In such an alternative construction, a predetermined game L 'should also be seen between the coupling hole and the coupling pin.

In the impact or thrust absorption device, which is shown in FIGS . 13 and 14, at least one of the two bearing rollers ( 31 ) can be provided with a drive in order to rotate the wheel ( 1 ) set on the bearing rollers ( 31 ) offset. Alternatively, the wheel ( 1 ) driven on the bearing rollers ( 31 ) can also be rotated by the engine of the vehicle in question. When the support rollers ( 31 ) are driven, at least one of them can form part of a motor or, alternatively, the driving force can be transmitted to at least one of the support rollers by a clutch or a belt from an external motor.

In Figs. 16 to 18 a further embodiment of an inventive Radprüfsystems (201) is shown simplified for a four-wheeled vehicle. The Darge presented wheel test system ( 201 ) contains a substantially rectangular frame ( 202 ) on which four wheel test devices ( 210 fr , 210 fl , 210 br , 210 bl ) according to a further embodiment of the invention in four places right and left and front and are arranged behind. Thus, when a four-wheel vehicle to be tested, such as a motor vehicle, is driven into the test position in the test system ( 201 ) via two ramps ( 203 ), the four wheels W take up corresponding places in the respective wheel test devices ( 210 ). In order to simplify the explanation, the left and right ends of the frame in FIG. 16 are referred to below as the front and rear ends, respectively.

At the left and right corner of the front part of the frame ( 202 ), two guide rails ( 202 a ) are arranged, on which a front base or base plate ( 204 ) is movably mounted. The base plate ( 204 ) is movable within a given area in the longitudinal direction of the frame ( 202 ) along the guide rails ( 202 a ). The base plate ( 204 ) is coupled to a crank ( 204 a ) which is arranged at the front end of the frame ( 202 ), and it can by the crank ( 204 a ) rotated by hand either in the clockwise direction or in the counterclockwise direction will be adjusted in the longitudinal direction of the frame ( 202 ). On the front base plate ( 204 ), the two wheel test devices ( 210 fr ) and ( 210 fl ) are arranged at a distance transversely to the longitudinal direction of the frame ( 202 ). These two front wheel test devices ( 210 fr ) and ( 210 fl ) are coupled by a front balancing or compensation device ( 205 ) in order to keep them in a symmetrical position with respect to the center line of the system. By adjusting the front base plate ( 204 ) in the longitudinal direction with respect to the frame ( 202 ), the distance between the two front wheel test devices ( 210 fr ) and ( 210 fl ) from the two rear wheel test devices ( 210 br ) and ( 210 bl ), which are attached to the frame ( 202 ), reduce or enlarge. The distance L between the front and the rear pair of wheel test devices can thus be set to a desired value, specifically to the wheel or center distance of the vehicle to be tested. Preferably, means are provided to lock the front base plate ( 204 ) in the desired position with the frame ( 202 ).

The compensating means (205) includes a front center shaft (205 a), which defines the center of the front portion in the transverse direction, a lever (205 b) rotatably mounted on the center shaft (205 a) is mounted and two connection levers (205 cr) and ( 205 cl ), the ends of which are coupled to corresponding ends of the two-armed lever ( 205 b ). The connecting levers ( 205 cr ) and ( 205 cl ) are articulated to corresponding L-shaped arms ( 211 a ), which are respectively provided on a base plate of the left or right wheel test device ( 210 fr ) and ( 210 fl ) to be mentioned . Similarly, the mounted on the frame (202) Radprüfvorrichtungen (210, br, (210 bl) of the rear pair device with each other by a rear Symmetrier- or compensation (206) coupled, which is attached to the frame (202).

The rear compensating device ( 206 ) contains in a corresponding manner a rear middle shaft ( 206 a ), which defines the center of the rear section in the transverse direction, a two-armed lever ( 206 b ) which is rotatably supported on the middle shaft ( 206 a ) is, and two connecting levers ( 206 cr ) and ( 206 cl ) which are steered to respective ends of the two-armed lever ( 206 b ). The connecting levers ( 206 cr ) and ( 206 cl ) are in turn articulated on L-shaped arms ( 211 a ), which are each attached to a base plate to be mentioned in the left and right wheel test devices ( 210 br ) and ( 210 bl ) . A hypothetical straight line connecting the central shaft (205 a) of the front compensation means (205) and the central shaft (206 a) of the rear balancer means (206) connects, that corresponds to a center line extending in the longitudinal direction of the present test system (201) and accordingly forms a reference line G of the system ( 201 ). Since the front base plate ( 204 ) is movable in the longitudinal direction along this reference line G , this remains unchanged even if the front base plate is moved along the guide rails ( 202 a ).

As can be seen from Fig. 16, each wheel test device ( 210 ) includes an inner roller assembly ( 216 ) and an outer roller assembly ( 217 ) which can be approximated and removed from each other along a predetermined straight path and also by a certain one Axis of rotation are rotatable. In the exemplary embodiment shown, the inner roller arrangement ( 216 ) is provided with two track measuring rollers ( 220 ti ) and the outer roller arrangement ( 217 ) is provided with two track measuring rollers ( 220 to ) and with a camber measuring roller ( 220 c ). Since these roller assemblies ( 216 , 217 ) can be approximated and removed from one another, the inner track measuring rollers ( 220 ti ) and the outer track measuring rollers ( 220 to ) can be approached or removed from one another. By bringing the inner and outer roller assemblies ( 216 , 217 ) closer together, one can press the inner rollers ( 220 ti ) and the outer rollers ( 220 to ) against the inner and outer side surfaces of a wheel W from both sides and thereby clamp the wheel W. If the wheel W is clamped in this way from both sides, the angle between the wheel W and the reference line G can be determined and the track angle of the wheel W can thereby be measured. Since the outer roller assembly ( 217 ) is also provided with the camber roller ( 220 c ) when the outer track rollers ( 220 tons ) are brought into contact with the outside of the wheel W , the camber roller ( 220 c ) is also in contact with the upper one Brought part of the outside of the wheel W , so that the camber angle of the wheel W can be measured.

When the left and right (or inner and outer) track rollers ( 220 ti ) and ( 220 to ) are pressed against the opposite side surfaces of the wheel W , the geometric center of the wheel W becomes in accordance with the geometric center of the wheel inspection device ( 210 ) brought. Since the left and right Radprüfvor direction ( 210 fr ) or ( 210 fl ) or ( 210 br ) and ( 210 bl ) are also arranged so that their geometric centers in the transverse direction symmetrically to the centers ( 205 a ) and ( 206 a ) of the relevant compensating devices ( 205 ) and ( 206 ), the left and right wheels, which have been aligned by pinching the centers of the left and right wheel test devices ( 210 ), in the transverse direction symmetrically to the reference line G of the present Systems ( 201 ) positioned.

In the system shown in FIG. 16, the wheel test devices ( 210 ) are also each provided with a floating table ( 232 ) which has a flat upper bearing surface to support a wheel W to be tested. As will be explained in more detail, the floating table ( 232 ) is mounted in such a way that it can move freely within certain limits in a horizontal plane and can also rotate freely in the horizontal plane. So when the wheel on the floating table ( 232 ) is clamped by the inner and outer rollers ( 220 ti ) and ( 220 to ) from both sides, the wheel W moves together with the floating table ( 232 ) both translationally and rotationally freely in the horizontal plane defined by the floating table ( 232 ), as a result of which the wheel W is positioned.

Details of the wheel test devices ( 210 ) of the wheel test system ( 201 ) according to FIGS . 16 to 18 are shown in FIGS. 19 to 21. As this Figure 19 show. To 21, a Radprüfvorrichtung (210) generally includes an inner roller assembly (216), an outer roller assembly (217), a link mechanism to function even connection of these roller assemblies (216, 217) and a floating table (232) for Storage of a wheel to be tested W. In the wheel test device ( 210 ) shown, the inner roller arrangement ( 216 ) contains an inner sliding element ( 216 a ), which is mounted on a balance plate ( 214 ), which is slidably supported in its longitudinal direction, an inner column ( 216 b ) , which extends vertically upward from one end of the inner sliding element ( 216 a ), and an inner roller holder ( 216 c ) which is fixedly attached to the upper end of the upper column ( 216 b ).

The inner roller holder ( 216 c ) holds two freely rotatable inner track angle measuring rollers ( 220 ti ). As he is apparent from Fig. 19, these two inner rollers are arranged so that they can be brought into rolling contact with the lower part of the inner side surface of a wheel W , preferably the lower part of the inner side surface of the tire of the wheel W. and the two rollers ( 220 ti ) are arranged so that their axes of rotation form a certain angle R ₁ . In the preferred embodiment, the intersection of the axes of rotation of the two rollers ( 220 ti ) is essentially on the axis of rotation of the wheel W. As shown in FIG. 19, a shaft ( 222 ) is attached to the roller holder ( 216 c ), on which the roller ( 220 ti ) is freely rotatably supported by means of two bearings ( 222 ).

The outer roller assembly ( 217 ) on the other hand contains an outer sliding element ( 217 a ), which is also arranged on the balance plate ( 214 ), slidable in its longitudinal direction, an outer column ( 217 b ), which extends from the outer end of the outer Sliding element ( 217 a ) extends vertically upwards, a horizontal trestle or bracket ( 217 c ) which is fixedly attached to the upper end of the outer column ( 217 c ) and two sloping trestles or bracket ( 237 ) which are fixed to the horizontal bracket ( 217 c ) are appropriate. On the two sloping brackets ( 237 ), two outer track measuring rollers ( 220 to ) are held by corresponding roller holders ( 237 a ). That part of the outer roller arrangement ( 217 ) which is located above the horizontal bracket ( 217 c ) is shown in FIGS. 22 to 24.

The outer rollers ( 220 tons ) are spaced from the inner rollers ( 220 ti ) in the transverse direction, perpendicular to the reference line G of the present system ( 201 ), and the outer rollers ( 220 tons ) are further from the reference line G than the inner rollers ( 220 ti ) away. The outer rollers ( 220 tons ) are mounted so that they can be brought into rolling contact with the lower part of the outer side surface of a wheel, preferably before with the lower part of the outer side surface of the tire of the wheel. The outer rollers ( 220 to ) are spaced from each other in a direction parallel to the reference line G and each oriented so that the axes of rotation of these inclined outer rollers ( 220 to ) form a given angle R ₂ . In the preferred embodiment, the intersection of the axes of rotation of the inclined outer rollers ( 220 tons ) is essentially on the axis of rotation of the wheel W.

It should be noted here that the cutting angle R ₁ formed by the axes of rotation of the inner rollers ( 220 ti ) in the illustrated embodiment has a different value than the cutting angle R ₂ which is formed by the axes of rotation of the outer rollers ( 220 to ). In the exemplary embodiment shown, R ₁ is in particular smaller than R ₂ . It has been found that such an offset or staggered arrangement of the inner and outer rollers, ie an asymmetrical arrangement of the inner and outer rollers ( 220 ti ) and ( 220 to ) enables a more stable clamping of the wheel W. Since the inner and outer rollers ( 220 ti ) and ( 220 to ) are arranged so that they clamp the tire of the wheel W from both sides, the staggered arrangement of the inner and outer rollers ( 220 ti ) and ( 220 to ) results in a better and more stable clamping condition of the wheel W. In the illustrated embodiment, the cutting angle R _{1 of} the axes of the inner rollers ( 220 ti ) is smaller than the cutting angle R ₂ for the outer rollers ( 220 to ); However, R ₁ can also be chosen larger than R ₂ as long as these two angles are different. In the illustrated embodiment, two roles are provided inside and outside. However, you can in principle provide any desired number of inner and outer roles. In any case, the inner and outer rollers should be offset from each other when they are pressed against the opposite side surfaces of a wheel W and make rolling contact with these side surfaces.

As can be seen from FIGS. 20 and 21, two guide rails ( 202 b ) are fastened to the frame ( 202 ), which are spaced apart from one another by a certain distance along the central reference line G and in the transverse direction, that is to say normal to the central reference line G of the present Extend test system ( 201 ). A substantially rectangular base plate ( 211 ) which is movable in the transverse direction is mounted on the guide rails ( 202 ). As can be seen from Fig. 21, an L-shaped arm ( 211 a ) is attached to the base plate ( 211 ), which is connected to the corresponding compensating device ( 205 ) or ( 206 ) of the system ( 210 ), as explained above has been. In the center of the base plate ( 211 ), a central shaft ( 213 ) is rotatably supported by two bearings ( 212 ), the axis of rotation of which runs perpendicularly. The axis of rotation of the center shaft ( 213 ) defines the so-called geometric center of the wheel test device ( 210 ) and the corresponding symmetry or compensation devices ( 205 , 206 ) ensure that the axes of rotation of the center shafts ( 213 ) of the left and right wheel test devices ( 210 ) are always positioned symmetrically to the central reference line G of the present system ( 201 ) in the transverse direction. In addition, the center of the wheel W , when clamped by the rollers ( 220 ), is aligned with the axis of rotation of the center shaft ( 213 ), as will be explained.

An elongated balance plate ( 214 ) is arranged at a certain height above the base plate ( 211 ) and can be rotated about the central shaft ( 213 ) in a horizontal plane. The center of the balance plate ( 214 ) is preferably aligned with the axis of rotation of the central shaft ( 213 ). At the top of the balance plate ( 214 ) two groove guide rails ( 214 a ) are attached, which are arranged at a distance from each other and aligned in a line in the transverse direction. The inner and the outer sliding element ( 216 a ) and ( 217 a ) are slidably mounted on the corresponding guide rails ( 214 a ). The inner and the outer roller assembly (216, 217) can thus approached to each other and away from each other in the longitudinal direction of the elongated balance plate (214), passing through the laid in a line on the balance plate (214) guide rail (214 a ) be performed. Since the balance plate ( 214 ) is rotatable about the central shaft ( 213 ), the direction of movement of the roller assemblies ( 216 ) and ( 217 ) is determined in the present case by the angle of rotation of the balance plate ( 214 ) with respect to the central shaft ( 213 ) is therefore not always limited to the direction perpendicular to the reference center line G.

There is also a hinge mechanism ( 215 ) for coupling the inner and outer sliding elements ( 216 a ) and ( 217 a ). The hinge mechanism ( 215 ) contains a on the center shaft ( 213 ) and rotatable about this two-armed lever ( 215 a ) and two connecting levers ( 215 b ) which are articulated to the opposite ends of the two-armed lever ( 215 a ). The connecting lever ( 215 b ) are in turn articulated on the inner or outer sliding element ( 216 a ) or ( 217 a ). The inner and outer sliding element ( 216 a , 217 a ) are always kept symmetrical to the axis of rotation of the central shaft ( 213 ) in the longitudinal direction of the balance plate ( 214 ).

The wheel test device ( 210 ) further contains an actuating cylinder ( 218 ) with a cylinder unit ( 218 b ) and a piston rod ( 218 a ) which can be extended or retracted with respect to this. The cylinder unit ( 218 b ) has a base part ( 218 c ) which is coupled to the outer sliding element ( 217 a ) while the front end ( 218 d ) of the piston rod ( 218 a ) is coupled to the inner sliding element ( 216 a ) . So when the piston rod ( 218 a ) is pushed out or pulled back by actuating the actuating cylinder ( 218 ), the inner and the outer sliding element ( 216 a , 217 a ) in the longitudinal direction of the balance plate ( 214 ) are approached to each other or from each other away. Since the sliding elements ( 216 a , 217 a ) are coupled to one another by the joint mechanism ( 215 ), it is always ensured in the present case that the sliding elements ( 216 a , 217 a ) in the longitudinal direction of the balance plate are always symmetrical to the axis of rotation of the central shaft ( 213 ), ie positioned to the geometric center of the wheel test device ( 210 ). Thus, when the piston rod is retracted (218 a) by appropriate energization of the actuating cylinder (218) in the cylinder unit (218 b), the inner and outer slide member (216 a, a 217) approached to each other and attached to these slide members rollers ( 220 ti ) or ( 220 to ) are also approximated, whereby the wheel W arranged between them is clamped.

The center shaft ( 213 ) is, as mentioned, rotatably mounted on the base plate ( 211 ) so that it can rotate about a given vertical axis. At the lower end of the center shaft ( 213 ) a disc ( 223 ) is attached to which a gear sector ( 223 a ) is attached. At a certain point on the base plate ( 211 ) there is a shaft ( 211 b ) on which a bracket or bracket ( 225 ) is rotatably mounted by means of two bearings ( 224 ). The bracket ( 225 ) can thus be rotated about the shaft ( 211 b ) in a position above the base plate ( 211 ). In addition, an angle detector ( 226 ), preferably an angle encoder, is attached to the bracket ( 225 ).

On the rotatable shaft of the angle detector ( 226 ), a gear ( 226 a ) is attached, which meshes with the gear sector ( 223 ) mentioned above. Each rotation of the center shaft ( 213 ) on the base plate ( 211 ) can thus be detected by the angle detector ( 226 ) via the disc ( 223 ), the gear sector ( 223 a ) and the gear ( 226 a ). Between a certain point of the bracket ( 225 ) and a certain point of the base plate ( 211 ), a spring ( 227 ) is arranged, which strives to rotate the bracket ( 225 ) in a clockwise direction in Fig. 21 around the shaft ( 211 b ). The gear ( 226 a ) is normally contained by the restoring force of the spring ( 227 ) in engagement with the gear sector ( 223 a ), so that an engagement state is always ensured in a certain direction. Thus, although the central shaft ( 213 ), which represents the measurement object, and the detector ( 226 ) are coupled via a gear transmission, any rotation or change in angle of the central shaft ( 213 ) can be measured precisely at any time without the measurement being impaired by an interfering backlash . Since the angle detector ( 226 ) is not directly coupled to the central shaft ( 213 ), the measurement object, the dimension of the device in the vertical direction can be kept to a minimum and the design is also freer, for example with regard to the arrangement of the parts.

In the example shown, the angle detector ( 226 ) is separated from the central shaft ( 213 ). In an alternative embodiment, however, the angle detector ( 226 ) can also be attached directly to the central shaft ( 213 ). The angle detector ( 226 ) directly detects a rotation or change in the angular position of the central shaft ( 213 ). When the operating cylinder ( 218 ) is operated to clamp the wheel W from both sides by means of the rollers ( 220 ), the orientation of the rollers ( 220 ) is determined by the direction or inclination of the wheel W , so that the balance plate ( 214) is rotated by the roller assemblies (216) and (217) and thus the firmly to the balance plate (214) fixed center shaft (213), and then detects the rotation of the central shaft (213) by the angle detector (226) . The angle detector ( 226 ) thus detects the track angle of the wheel W in the example shown.

The wheel test device ( 210 ) further includes a storage plate ( 230 ) which is fixedly attached to the frame ( 202 ) and is located above the central shaft ( 213 ) and the components surrounding it. A plurality of balls ( 231 ), on which a floating plate ( 232 ) is mounted, are arranged on the bearing plate ( 230 ). The plate ( 232 ) has a flat upper bearing surface to support a wheel W to be tested. It should be noted that the floating plate ( 231 ) is not only freely translationally movable but also freely rotatable in a horizontal plane with respect to the mounting plate ( 230 ) fixedly attached to the frame ( 202 ). In the preferred embodiment, the support plate ( 230 ) is provided with a retainer or cage to hold the balls ( 230 ) in a predetermined position.

An embodiment of a camber measuring device for the wheel test device ( 201 ) will now be explained in more detail with reference to FIGS . 22 to 24. In the illustrated embodiment, the Sturzmeßeinrichtung is formed integrally with the aforementioned outer roller assembly (217) and note that the Sturzmeßeinrichtung is mounted actually on the horizontal bracket (217 c) of the outer rollers arrangement (217). As shown in FIGS. 22 to 24, two side walls ( 235 ) are attached to the top of the horizontal bracket ( 217 c ), which have a predetermined distance from one another, and a sensor shaft ( 236 ) runs horizontally between these two side walls ( 235 ). The sensor shaft ( 236 ) is rotatably supported on the side walls ( 235 ) by two bearings ( 236 a ). At each end of the sensor shaft ( 236 ), an inclined bracket ( 237 ) is attached and these inclined brackets ( 237 ) each rotatably hold corresponding outer track measuring rollers ( 220 to ) inclined via corresponding roller holders ( 237 ). A sensor arm ( 238 ) is attached to the middle part of the sensor shaft ( 236 ) and extends essentially vertically upwards. At the end of the sensor arm ( 238 ), a camber measuring roller ( 220 c ) is rotatably mounted via a roller holder ( 238 a ). The roller ( 220 c ) is rotatably mounted on a shaft ( 222 ) via two bearings ( 221 ), which is fixedly attached to the roller holder ( 238 a ). The shaft ( 222 ) runs parallel to the longitudinal axis of the sensor arm ( 238 ), so that the camber measuring roller ( 220 c ) is normally held vertically.

In the illustrated embodiment, the two outer track measuring rollers ( 220 tons ) that can be brought into rolling contact with the lower part of the tire of a wheel W , and the camber measuring roller ( 220 c ) that are in rolling contact with the upper part of the tire of the wheel W can be brought, held by an integrally constructed roller assembly which contains the sensor shaft ( 236 ), inclined bracket ( 237 ) and the sensor arm ( 238 ). In the illustrated embodiment, the vertical distance from the axis of rotation of the sensor shaft ( 238 ) to the point of contact between the camber measuring roller ( 220 ) and the tire of the wheel W is preferably approximately equal to three times the vertical distance between the axis of rotation of the sensor shaft ( 236 ) and the point of contact between the track measuring roller ( 220 to ) and the tire of the wheel W. In this preferred construction, the rollers ( 220 c ) and ( 220 to ) come into rolling contact with the tire of the wheel W with high stability and improved balance.

Between the two side walls ( 235 ), which are attached to the horizontal bracket ( 217 c ), a further shaft ( 240 ) extends, which is rotatably supported on the side walls ( 235 ) by two bearings ( 240 a ). A bracket or bracket ( 241 ) is fixedly attached to the central part of the shaft ( 240 ), to which in turn an angle detector ( 242 ), preferably an angle encoder, is attached. The angle detector ( 242 ) has a rotatable shaft to which a gear ( 242 a ) is attached. On the sensor shaft ( 236 ) a further bracket or bracket ( 243 ) is firmly attached and a gear sector ( 243 a ) is attached to the distal end of the bracket ( 243 ). The gear sector ( 243 a ) with the gear ( 242 a ) of the angle detector ( 242 ) is held in engagement so that every rotation of the sensor shaft ( 236 ) by the angle detector ( 242 ) can be detected. Since the angle detector ( 242 ) is not directly attached to the sensor shaft ( 236 ), the measurement object, there is also greater freedom in terms of construction. Between the bracket ( 241 ) and the horizontal bracket ( 217 c ), a spring ( 244 ) is arranged, which strives to rotate the bracket ( 241 ) in a predetermined direction around the shaft ( 240 ). Due to the restoring force of the spring ( 244 ), the gear sector ( 243 a ) and the gear ( 242 a ) are always held in engagement with one another and an annoying play is thereby eliminated.

On the base part of the horizontal bracket ( 217 c ), an upright post ( 217 d ) is arranged between its tip and a predetermined position of the sensor arm ( 238 ) near its base part, a spring ( 239 ) is arranged. This spring ( 239 ) serves to keep the sensor arm ( 238 ) slightly inclined outwards, so that its upper end is sufficiently far out at rest that the upper end of the sensor arm ( 238 ) or the rollers ( 220 c ) are not can come into contact with the body of the vehicle to be tested when it is driven into the present test system ( 201 ). If the sensor arm ( 238 ) is constructed so that it automatically assumes such a position in the idle state, the spring ( 239 ) can be omitted.

Fig. 25 shows an example in which the present wheel inspection system ( 201 ) is connected to a display unit. The wheel test system ( 201 ) is, for example, arranged with its frame ( 202 ) on the floor of a test station and provided on both sides with a pair of ramps ( 203 ) so that the vehicles to be tested drive onto the test system ( 201 ) from one end and can be removed via the other end. On the frame ( 202 ) four wheel test devices ( 210 ) are attached, namely front and rear on the right and left, of which only the floating tables ( 232 ) can be seen in FIG. 25. The front two floating tables ( 232 ) are, as mentioned, arranged on a movable base plate ( 204 ). The four wheel test devices ( 210 ) are connected via a cable ( 245 ) to a processing unit ( 246 ), which can contain a central processing unit (CPU) or the like. The various data, such as inclination or angle data from the wheel test devices ( 210 ) are thus fed to the processing unit ( 246 ) and processed there in accordance with a predetermined program. The result is then displayed on the screen of a display unit ( 247 ) containing a cathode ray tube. If desired, a printer can be output to the processing unit ( 246 ), which provides a permanent record of the data. A keyboard or any other input device can also be connected to the processing unit ( 246 ) in order to be able to enter a desired information, such as an identification number of the vehicle under investigation. The wheel test system can therefore be used to test the wheels of a vehicle quickly, accurately and almost completely automatically.

The mode of operation of the present wheel test system ( 201 ) will now be explained with reference to FIGS . 26 to 28. As FIG. 26 shows, the present wheel test system ( 201 ) contains the front and the rear balancing or balancing device ( 205 , 206 ). The imaginary straight line connecting the centers of these compensating devices ( 205 , 206 ) defines the reference center line G of the system ( 201 ). As described, the movement of the front wheel test devices ( 210 fr , 210 fl ) is controlled transversely to the reference center line G by the front compensation device ( 205 ) and it is ensured that these test devices are always positioned transversely symmetrically to the reference center line G. This also applies to the two rear wheel test devices ( 210 br ) and ( 210 bl ) which are coupled to one another via the rear compensation device ( 206 ). The distance C between the center shaft ( 213 ) of the front left wheel test device ( 210 fl ) and the reference center line G is thus always the same as the distance D between the center shaft ( 213 ) of the front right wheel test device ( 210 fr ) and the reference center line G. As will be explained later, when the wheels W are clamped in, the sum of C and D , that is to say C + D , is equal to the front wheel Tf , ie the center-to-center distance between the two front wheels of the vehicle under test. The same applies to the two rear wheels. The distances E and F between the respective center shafts ( 213 ) of the left and right wheel test devices ( 210 bl ) and ( 210 br ) and the reference center line G are the same, so that the sum of E and F , ie E + F , Tr is equal to the rear wheel, ie the distance between the two rear wheels calculated from center to center.

In the two wheel test devices ( 210 ), the inner and outer rollers ( 220 ti) and ( 220 to ) can be moved laterally symmetrically with respect to the central shaft ( 213 ), which in turn is rotatably mounted on the base plate ( 211 ). The rollers ( 220 ti ) and ( 220 to ) can also rotate around the central shaft ( 213 ). Fig. 26 shows the state in which the center shaft ( 213 ) has not yet rotated; in this case the inner and outer rollers ( 220 ti ) and ( 220 to ) are all parallel to the reference center line G.

Has been Fig. 27 shows the present Radprüfsystem (201) in its waiting state after just one vehicle V in the system (201) down. The center line H of the vehicle V , which is defined as the connecting straight line between the front and the rear wheel track width, does not always coincide with the reference center line G of the present system immediately after the vehicle V has been driven into the present system ( 201 ). In the state shown in FIG. 27, the inner and outer rollers ( 220 ti ) and ( 220 to ) of the wheel testing devices ( 210 ) have moved apart and the wheels of the vehicle V can therefore be inserted comfortably into the respective wheel testing devices ( 210 ). After the vehicle V has been brought into the test position, the test system ( 201 ) is put into operation, in which case the inner and outer rollers ( 220 ti ) and ( 220 to ) of the wheel test devices ( 210 ) are brought together and finally that Pinch the associated wheel W between them. Since the wheels W rest on a floating table ( 232 ) each time they are clamped, they are moved so that the center of each wheel is brought into alignment with the center shaft ( 213 ) of the associated wheel test device ( 210 ). Since the corresponding lateral movement of the respective front or rear wheel W is transmitted by the associated compensating device ( 205 ) or ( 206 ), the two front wheels and rear wheels are also positioned symmetrically to the reference center line G in the transverse direction. The resulting state in which G coincides with H is shown in FIG. 28. Here, the wheels W are each shown parallel to the reference center line G , but in practice the front wheels Wfl, Wfr in particular will form an angle with the reference center line G , since a certain toe-in is normally provided for the front wheels. However, this is not shown to simplify the drawing. The rear wheels Wrl, Wrr should also be shown inclined with respect to the reference center line G if a certain track is set for them. In the state described, the various wheel parameters, such as inclination or angle parameters including the toe and camber, can now be determined with high accuracy.

Fig. 29 shows a perspective view of a wheel test device ( 210 ' ) according to another embodiment of the invention. The device according to FIG. 29 corresponds in many respects to the wheel test device ( 210 ) described above and the same elements are therefore designated with the same reference symbols. The device ( 210 ') differs from the device ( 210 ) in that a sensor arm ( 238 ) is provided which can pivot about a sensor shaft ( 236 ); an actuating cylinder ( 249 ) is also coupled to the sensor arm ( 238 ). In the previously described device ( 210 ), the two track measuring rollers ( 220 to ) and the camber measuring rollers ( 220 c ) were held by an integral roller arrangement and the construction was designed so that these rollers ( 220 to ) and ( 220 c ) automatically in Come into contact with the corresponding side surface of the wheel W when they are approached. In the device ( 201 ) according to FIG. 29, the camber measuring roller ( 220 c ) is functionally separated from the track measuring rollers ( 220 to ) and the camber measuring roller ( 220 c ) can be actuated independently by the actuating cylinder ( 237 ). The device ( 210 ') also has a horizontal lever ( 248 ) which is pivotable about the sensor shaft ( 236 ) and can be attached to the horizontal bracket or bracket ( 217 c ), and the actuating cylinder ( 249 ) is at its ends attached to the outer end of the horizontal lever ( 248 ) on the one hand and the sensor arm ( 238 ) on the other.

In Figs. 30 and 31 a modification of the Radprüfvorrichtung (210) described above is shown. In the wheel test device ( 210 ) already described, the wheel W to be tested is arranged on the flat top of the floating table ( 232 ) and the wheel is accordingly examined with the wheel W stationary or stationary. In the embodiment illustrated in FIGS. 30 and 31 modified Radprüfvorrichtung be used (232) comprises two rotatable bearing rollers instead of the floating table and the wheel W to be tested is supported by these bearing rollers. With this modified construction, the wheel W can therefore be checked while it is rotating.

The Radprüfvorrichtung shown in FIGS. 30 and 31 is similar in many respects as the stationary Radprüf device according to Fig. 19 and 20. The apparatus shown in FIG. 30 and 31 but differs from the latter mainly in that, instead of the floating table with two flat rollers ( 252 ) are used on the flat surface that serves to support the wheel. Otherwise, the construction remains essentially the same. In the apparatus of FIGS. 30 and 31 is provided, the frame (202) having two opposing projections (202 c) on which a roller block is supported by means disposed between it and the projections ball bearing assembly (250) (251). The ball bearing arrangement ( 250 ) contains a plurality of balls ( 250 a ) and a cage ( 250 b ) which hold the balls ( 250 a ) in a predetermined arrangement. The roller block ( 250 ) can thus be displaced translationally and also rotated by the balls ( 250 a ) in a horizontal plane within predetermined limits. The roller block ( 251 ) is essentially rectangular and has a recess or opening in the middle in which two parallel bearing rollers ( 252 ) are arranged at a predetermined distance from one another. The storage rollers ( 252 ) are each supported, for example, at their ends by a bearing ( 251 a ). In the illustrated embodiment, in at least one of the bearing rollers (252 a) (252 a) arranged a stationary anchor, forming an electric motor together with a complementary structure within the motor rotor acting as a storage roller (252). The bearing roller ( 252 ) provided with such a motor can therefore be used to rotate the wheel seated on the bearing rollers ( 252 ) in a desired direction. If, as described above, rollers ( 220 ) are used as pressure elements which are brought into contact with the opposite side surfaces of the wheel W in order to measure the track and camber of the wheel W , then no problems arise if this Wheel W is rotated in this way. If the wheel is tested in the rotating state in this way, the dynamic behavior of the wheel can be examined by simulating the actual driving conditions, and additional parameters such as the extent of the fluttering of the wheel and the steering behavior of the wheel W can also be examined.

In the above described embodiment in which the wheel can be checked in rotation, in a storage roller (252) is an armature (252 a) arranged to drive these storage roller (252). However, the bearing roller ( 252 ) can also be driven by an external drive, such as a motor, via a clutch or a belt or another gear, while the other bearing roller is freely rotatable about its axis. In an alternative construction, the bearing rollers ( 252 ) can be freely rotatable about their axes and the wheel W supported on the bearing rollers ( 252 ) can be set in rotation by driving the vehicle. The device shown in FIGS . 30 and 31 can be easily realized by replacing the wheel mounting structure of the device according to FIGS . 16 to 24; one can therefore convert the device shown in FIGS. 16 to 24 extremely simply.

The examples described above are not restrictive interpret and can be in a variety of ways modify without going beyond the scope of the invention.

Claims (70)

1. Wheel testing device for examining a wheel of a vehicle characterized by
a bearing device for rotatably supporting a wheel of a vehicle to be tested,
a drive device for the bearing device which allows it to rotate in a predetermined direction so that the wheel mounted on the bearing device rotates about its own axis of rotation;
a clamping device for clamping the wheel from both sides and positioning a geometric center of the wheel at a predetermined center of the device, the clamping device clamping the wheel such that it can still rotate about its own axis of rotation; and
a detector arrangement for determining a specific behavior of the wheel arranged on the mounting device. 2. Device according to claim 1, characterized in that the mounting device has two rotatably mounted supports contains roles that are parallel and with certain Are spaced from each other and the test item Can support and store the bike. 3. Device according to claim 2, characterized in that the drive device one with at least one of the Includes bearing rollers functionally coupled motor, of the relevant storage role in at least one allowed to turn predetermined direction.   4. The device according to claim 3, characterized in that the engine inside at least one of the two Storage rollers is installed and one on the inner Circumferential surface of the bearing roller attached coil as well one inside and at a distance from the coil arranged stationary anchor contains. 5. The device according to claim 3, characterized in that the motor is separated from the two bearing rollers and with at least one of these two positioning rollers functionally coupled via a coupling arrangement is. 6. The device according to claim 5, characterized in that the clutch assembly includes a clutch, which the drive connection between the engine and the minimum produce and interrupt a storage roll allowed. 7. The device according to claim 1, characterized in that the clamping device has at least one left pressure roll that in rolling contact with a left side surface of the wheel can be brought, and at least a right pinch roller that is in rolling contact with be brought to a right side surface of the wheel can contains. 8. The device according to claim 7, characterized in that the left and right pinch rollers essentially symmetrical with respect to the center of the device are arranged. 9. The device according to claim 1, characterized in that the detector arrangement comprises an angle detector or sensor  contains that at the predetermined center of the device is arranged and an orientation angle of the wheel in a horizontal plane with respect to a given one Reference line recorded. 10. The device according to claim 9, characterized in that the angle detector detects a toe angle of the wheel. 11. The device according to claim 1, characterized in that the detector arrangement has a toe angle and / or a Camber angle and / or a lead angle and / or the Amount of wheel flutter and / or the steering angle of the Wheel detected. 12. The apparatus according to claim 1, characterized by a Processing and display device for processing ent a measured value signal from the detector arrangement speaking a given program and for viewing the result through a display. 13. Wheel testing device for examining a vehicle wheel while it is rotating, characterized by
a bearing device for rotatably supporting the underside of a wheel of a vehicle;
a clamping device for clamping opposite sides of the wheel to thereby bring a geometric center of the wheel to a predetermined center of the device, wherein the clamping device is designed so that the clamped wheel can rotate about its own axis and
a detector arrangement for determining a predetermined behavior of the wheel mounted on the mounting device. 14. The apparatus according to claim 13, characterized in that the mounting device has two rotatably mounted Includes mounting rollers that are parallel to each other and arranged at a predetermined distance from each other and the wheel to be tested around its own axis allow rotatable storage. 15. The apparatus according to claim 14, characterized in that the two storage rollers are freely rotatable are and that the wheel mounted on the bearing rollers through a drive source directly around its own axis is rotatable. 16. The apparatus according to claim 15, characterized in that the drive source is a drive device of the Vehicle. 17. The apparatus according to claim 13, characterized in that the clamping device at least one left Pinch roller that is in rolling contact with a left side surface of the wheel can be brought and at least one right pinch roller that is rolling in Touching a right side of the wheel can be brought contains. 18. The apparatus according to claim 17, characterized in that the left and right pinch rollers essentially symmetrical with respect to the center of the device are arranged. 19. The apparatus according to claim 13, characterized in that the detector arrangement contains an angle detector, which is arranged at the predetermined center of the device  and an orientation angle of the wheel in one horizontal plane with respect to a given one Reference line recorded. 20. The apparatus according to claim 19, characterized in that the angle detector has a toe or lead angle of the wheel. 21. The apparatus according to claim 13, characterized in that the detector arrangement is at least one of the following Parameters recorded: track angle, camber angle, forward or Caster angle, extent of wheel flutter and turning angle. 22. The apparatus according to claim 13, characterized by a processing and display device for processing a measurement signal generated by the detector arrangement according to a given program and for display of a result. 23. Wheel test system for a four-wheel vehicle, characterized by
a first and a second pair of wheel test devices for the front wheels and the rear wheels of the four-wheeled vehicle, each of the wheel test devices having a bearing device for rotatably mounting one of the four wheels of the four-wheeled vehicle on the underside of the wheel, a positioning device for positioning the wheel in question by clamping or clamping from its two sides, and contains a detector arrangement for determining an inclination or inclination of the wheel with respect to a predetermined reference line,
a first connecting device for connecting the bearing devices of the first and second pair of wheel test devices such that the bearing devices of the first and second pair of wheel test devices are positioned symmetrically with respect to a longi tudinal center line of the system and
a second connection arrangement for connecting the positioning means of both the first and the second pair of wheel testers such that the positioning means of both the first and the second pair of wheel testers are positioned symmetrically with respect to the longitudinal center line of the system. 24. System according to claim 23, characterized in that the storage device two rotatably mounted, parallel Contains storage rolls in a given Are spaced from each other. 25. System according to claim 24, characterized by a Drive device for rotating at least one of the two positioning rollers. 26. System according to claim 25, characterized in that the drive device includes a motor that is on at least one of the two storage rollers can be coupled and can be uncoupled from it. 27. System according to claim 25, characterized in that the drive device one in at least one of the contains two built-in motor rollers.   28. System according to claim 23, characterized in that the positioning device a plurality of pressure contains rolls that are on opposite sides of the Arranged wheel, movable towards and away from it stored and in rolling contact with opposite Sides of the wheel are movable to rotate around the wheel to clamp. 29. System according to claim 28, characterized in that the pinch rollers symmetrical with respect to a central plane of the wheel are arranged when they are in rolling contact stand with the opposite sides of the wheel. 30. System according to claim 23, characterized by a Processing and display device for processing a measurement signal from each of the detector arrays according to a given program and for viewing of the result. 31. System according to claim 30, characterized in that the given program in processing and Display device is stored. 32. System according to claim 31, characterized in that the given program data an angle one Contains rear wheel, which is in a vehicle with Four-wheel steering in a predetermined manner depending changes from the angular position of a front wheel. 33. System according to claim 32, characterized in that the drive means the two front wheels in ent turns in opposite directions, the two rear wheels  rotates in opposite directions, the right front wheel and the right rear wheel in opposite Turns directions as well as the left front wheel and that left rear wheel turns in opposite directions. 34. System according to claim 23, characterized in that the first connecting device has a balancing or compensating device and that the second Connection device a pantograph mechanism contains. 35. System according to claim 23, characterized in that the first and second pair of wheel testers approachable to each other along the longitudinal center line and are removable from each other so that the system each on the wheelbase of a four to be tested wheeled vehicle is adjustable. 36. System according to claim 23, characterized in that the detector arrangement contains an angle detector, which is located at the predetermined center, which to coincide with the geometric center of the Wheel is located when it passes through the positioning device is positioned. 37. Roller locking device for simultaneous locking and unlocking of two rollers, which are rotatably mounted at a predetermined distance from each other, characterized by
a first and a second gear, each attached to one of the two rollers
a rotatably mounted intermediate gear which is in engagement with the first and the second gear,
a ratchet gear between a first position in which it is in engagement with both the idler gear and one of the first two gears, and
a second position in which the locking gear is disengaged from the intermediate gear or the first or second gear is adjustable, and
a position control device for adjusting the position of the ratchet gear between the first and the second position. 38. Device according to claim 37, characterized by a carrier assembly for rotatable mounting of the Ratchet gear, which by a predetermined pivot Point is pivotally mounted. 39. Device according to claim 38, characterized in that the pivot point on the axis of rotation of one of the two Rolling lies. 40. Apparatus according to claim 39, characterized by two carrier arrangements, each freely pivotable about the axis of rotation of a corresponding one of the two rollers are stored and each a ratchet gear rotatable holder, and one between the carrier arrangements coupled actuating cylinder through which the two Ratchet gears between the first and the second Position are adjustable.   41. Device according to claim 40, characterized in that each ratchet in constant engagement with a corresponding one of the first two gears stands. 42. Device according to claim 37, characterized in that the two rollers in one for testing a wheel a wheel testing device serving a vehicle and the wheel can be rotated around its own axis. 43. Device for absorbing the thrust exerted by a rotating object, characterized by a frame movably mounted in one plane;
at least two rollers for rotatably supporting the rotating object, which are rotatably mounted on the frame,
a first coupling device at one end of the frame,
a second coupling device which is temporarily fixed in space and can be coupled to the first coupling device, and
a device for rotating the object mounted on the at least two rollers,
the frame rotating about the second coupling device when the two coupling devices are in engagement with one another, whereby a thrust between the rotating object and the at least two rollers is absorbed. 44. Device according to claim 43, characterized in that between the two coupling devices certain play exists when they are engaging with each other stand.   45. Device according to claim 44, characterized in that that the first coupling device one in the frame includes formed coupling hole and that the second Coupling device at least partially in the coupling hole engages to the first and the second coupling to couple the device together. 46. Apparatus according to claim 43, further characterized by a positioning device for positioning the second coupling device between one out driven position in which the second coupling device engages with the first coupling device, and a retracted position in which the second Coupling device from the first coupling device is solved. 47. Device according to claim 43, characterized in that that the rotating object is mounted on a vehicle Wheel is and that the frame from an initial position to one Equilibrium position is pivotable, in which the axis of rotation each of the rollers parallel to the axis of rotation of the wheel runs so that the pivot angle of the frame from the Starting position in the equilibrium position equal to one Track angle of the wheel is. 48. pinch roller wheel testing device characterized by a bearing device with a flat support surface on which a wheel of a vehicle can be supported,
a plurality of rollers for clamping both sides of the wheel mounted on the bearing device and
an angle detector arrangement for determining an angle between the wheel and a predetermined reference line while the wheel is clamped by the rollers. 49. Device according to claim 48, characterized in that that the storage facility has a floating table contains, which is provided with the flat contact surface. 50. Apparatus according to claim 49, characterized in that the floating table at a given level is freely translationally movable and rotatable. 51. Device according to claim 48, characterized in that the roles contain two pairs of roles, which each in rolling contact with a corresponding one brought from two opposite sides of the wheel can be. 52. Device according to claim 48, characterized in that the detector assembly has a toe angle of the wheel detected. 53. Device for clamping a wheel to be tested from both sides, characterized by a storage device for the wheel to be tested and a clamping device, the left and right pressure elements for clamping the left or right side of the wheel mounted on the bearing device by pressing the pressure elements onto the relevant ones Contains sides of the wheel, the left and right Pressure elements in contact with the left or right side of the wheel in a between left and right asymmetrical arrangement. 54. Device according to claim 53, characterized in that the clamping device at least two left or contains right pressure elements.   55. Device according to claim 54, characterized in that the clamping device two left pressure elements and contains two right pressure elements. 56. Device according to claim 53, characterized in that that the storage facility has a floating table contains with a flat upper contact surface. 57. Device according to claim 53, characterized in that the storage device at least two storage contains roles that are parallel to each other and in one predetermined distance from each other are rotatably mounted. 58. Device according to claim 53, characterized in that the left and right pressure elements regarding their movement are connected so that a left distance between a center of the left pressure elements and a certain middle position of the device a right distance between a center of the right Pressure elements and the specified middle position is held. 59. Apparatus according to claim 53, characterized in that the left and right pressure elements are pressure rollers, that can be brought into rolling contact with the bike. 60. Device for determining the camber angle of a wheel of a vehicle, characterized by
at least one upper pressure element which can be brought into contact with an upper part of one side of the wheel,
at least one lower pressure element which can be brought into contact with a lower part of the relevant side of the wheel,
an arm which carries the at least one upper pressure element and the at least one lower pressure element,
a mounting device which pivotally supports the arm such that the upper and lower pressure elements can be brought into contact with the relevant side of the wheel or can be removed from this side and
an angle detector arrangement for detecting an angle between the arm and a predetermined reference line. 61. Device according to claim 60, characterized in that two in the circumferential direction of the wheel from each other spaced lower pressure elements are provided. 62. Device according to claim 60, characterized in that that the upper and lower pressure elements one Touching an upper or lower part of a Tire of the wheel. 63. Device according to claim 60, characterized in that the vertical distance of the point of contact between the upper pressure element and one side of the Wheel to the pivot axis of the arm about three times the vertical distance of the point of contact between the lower pressure element and the relevant page of the wheel to the pivot axis of the arm. 64. Device according to claim 60, characterized in that the lower pressure element also as a track measurement pressure element is used.   65. Device according to claim 60, characterized in that that the lower and upper pressure elements are rollers. 66. Device for determining the angular offset of a rotating shaft which is rotatably attached to an object, characterized by
a first gear attached to the rotating shaft
a carrier which is pivotally mounted on the object,
an angle detector which is attached to the carrier,
a second gear which is attached to a rotatable shaft of the angle detector and
a biasing arrangement that biases the carrier for pivoting in a given direction so that the first and second gears are held in engagement with each other in a given direction. 67. Device according to claim 66, characterized in that that the biasing arrangement is a between the carrier and spring arranged on the object. 68. Device according to claim 66, characterized in that that the angle detector is a rotary encoder. 69. Device according to claim 66, characterized in that that the angular offset to be measured is a toe angle of a wheel of a vehicle. 70. Device according to claim 66, characterized in that that the angular offset to be detected is a camber angle of a wheel of a vehicle.