DE3844887C2 - 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 to the invention a device for testing vehicle wheels, which rollers are used to clamp the wheel to be tested. The present wheel testing device allows adjustment and / or the behavior of a wheel statically and / or dynamically to consider.

Wheel alignment testers to examine the Assembly state of a wheel of a vehicle, such as one Motor vehicles are known. For attaching a wheel on a vehicle, such as an automobile, become different Parameters with regard to the running behavior specified, including the so-called wheel setting or wheel angles parameters such as track width in steering knuckle height, camber and Pre and 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 replacing the wheels. For an impeccable It is important that the wheel parameters are set exactly to the intended values and are held at these values. The driving characteristics of a vehicle are also dynamic The behavior of the wheels is influenced 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 one must therefore also the dynamic Check the behavior of a wheel with high accuracy.

Devices for measuring the track width (toe) and / or of the camber of a wheel while it is moving rotates are z. From JP-OS 51-83301 and JP-OS 54-49701 known. In these known devices that The wheel to be tested is mounted on two rollers and rotates offset; however, the wheel to be tested is not connected to the Side faces still supported on one of its side faces brought into rolling contact with a role. Since that wheel to be tested is not in these known devices clamped on its opposite side surfaces the geometric center of the wheel is indefinite and it is therefore difficult to make an accurate measurement.

From JP-PS 58-109235, JP-PS 59.9502 and JP-OS 61-41913 is a method of determining the geometric center of a wheel running on a floating table is known where the Wheel is supported on both sides. Since that to be examined However, the wheel is supported on a table it can't be rotated, so just the static Behavior can be measured. What is even more important is that in this prior art the wheel of both Pages is clamped with a slider that only works with the one side surface of the wheel comes into contact.

From DE-AS 22 04 918 is an axis measuring direction for measuring the Known angular position of a motor vehicle wheel, in which the wheel rests on a pair of rollers and through one of this is driven. An angle detector device is to determine an angle between a reference line and provided for the clamped wheel.

US Pat. No. 2,601,187 describes an apparatus for measuring the Toe-in of a motor vehicle in which the wheel is on a Drum is resting.

None of the known wheel testing devices allow both the dynamic as well as the static behavior of one on one Measure the vehicle-mounted wheel completely. The before underlying invention is accordingly based on the object to specify an improved wheel testing device.

This task is performed by a wheel testing device with the Features according to claim 1 solved. Advantageous execution forms result from the dependent claims.

According to one aspect of the present invention, a Radprüfvorrichtung created that allows the accurately measure desired parameters of a wheel while the wheel is in rotation and its geometric Center is precisely determined. In one embodiment The present wheel testing device thus contains one Storage device rotatable about a wheel of a vehicle to hold or to store, a drive device for Rotation of the wheel mounted on the storage device by moving the storage device in a desired Direction; a positioning device for positioning of the geometric center of the wheel by rotatable clamping of the wheel on its two side surfaces and a detector or transducer arrangement for detecting a specific ver holding 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 arranged storage rollers and the positioning device contains contact or pinch rollers arranged on both sides of the wheel and removed from or in rolling contact with the opposite sides of the wheel can be brought.

According to another aspect of the present invention becomes a rotating wheel tester for testing each Wheel of a vehicle created with a bracket device for the rotatable bearing or support of a Wheel on its underside, a positioning device to position the geometric center of the wheel by rotatably clamping the two side surfaces of the Wheel and a transducer assembly 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 has 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 testing system for testing all wheels of a four-wheeled vehicle created with a first and a second pair of wheel testing units for the front or rear axle of the four-wheeled vehicle each with a mounting device for the rotatable Storage of the corresponding one of the four wheels of the vehicle on its underside, a positioning device for Position the wheel in question by clamping it of the wheel on both sides, and a pick-up 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 devices of the first pair and the second pair, respectively of wheel testing units, so that the mounting devices of the first and second pairs of wheel test units, respectively symmetrical about a longitudinal centerline of the system are arranged; and a second connection means for connecting the positioning means of each of the first and second pairs of Radprüf units, so that the positioning devices of the first and second pair of wheel test units symmetrical about the longitudinal center line of the system are arranged. With a preferred 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 that are on both sides of the concerned Rades are arranged so that they are spaced 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 includes: a pair of first and second gears or gears, each integrally are provided on a corresponding role of the pair, a rotatably mounted intermediate gear with which both the mesh the first and second gears; a ratchet wheel, that between a first position in which the ratchet wheel both in the idler gear and the first or the second gear engages and at the second position in the ratchet from the intermediate gear and / or the first and second gears are disengaged, movable; and a position controller that controls the ratchet to be adjusted between the first and the second position allowed. In the preferred embodiment according to this Aspect of the present invention are the two roles a pair of storage 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 shear absorbing or damping device Created for a rotating object to thrust or Absorb shock that occurs when a rotating object, like a wheel of a vehicle, is put on rollers and the axis of rotation of the rotating object is not parallel to the Is the axis of rotation of each of the rollers. The device for pushing or shock absorption of a rolling object is particularly suitable for a wheel testing device. The shock absorbing or absorbing device for a rotating object includes according to one Embodiment of the invention a frame in a Level is movably mounted; at least two roles that are rotatably mounted by the frame around a rotating To store or support object; a first intervention or coupling device at one end of the frame is provided; and a positioning device having a second engagement or coupling device shown in Engaging or attacking with the first engaging 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 FIG Touching each other are about a thrust or shock between the rotating object and the at least two To absorb rolls. In the preferred embodiment the rotating object is a wheel of a vehicle and the Rollers are bearing rolls of a wheel testing device which a wheel of a vehicle are rotatably arranged can so that any shock or impact between the wheel and the storage rollers by the pivoting movement of the Rollers and the frame with respect to the rotating wheel is absorbed or ingested. The frame and the Storage rollers continue to engage the second or Pivot coupling device until the axis of rotation each the bearing rollers parallel to the axis of rotation of the rotating one Wheel is aligned, this allows the toe of the Be determined by the wheel.

According to yet another aspect of the present invention a wheel testing device is created which has a floating table with a flat or level 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 clamped on both side surfaces by rollers and in this state, the inclination of the wheel with respect to a determined reference line or straight line. At a preferred embodiment is the wheel on the floating The table is clamped by rollers so that at least two rollers brought into rolling contact with a side surface of the wheel become. In this case the floating table will be both translationally 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 is a clamping device for clamping a wheel on it both sides created by contact members, the Contact links asymmetrically on both sides of the wheel 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 pinched by a pair of contact members is pressed against the corresponding side surface of the wheel, are the contact members that connect the two side surfaces of the Touch the wheel, arranged asymmetrically. In one execution form are the right and left contact members that are in Touching the right or left side of a Wheel are brought in the direction of rotation of the wheel at different which angular positions are arranged. With the preferred Embodiment is a pair of contact members that brought into contact with one side surface of a wheel can be, and another pair of contact members, the one with the opposite side face of the wheel in Contact can be made in the direction of rotation of the Wheel arranged shifted with respect to each other. At a Such an arrangement allows the wheel to be clamped more stably. Since the contact members are preferably with the tire of the wheel and not brought into contact with the rim of the wheel the bike can be clamped in an extremely stable manner, by putting the right and left contact members 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.

When the left and right side faces of a wheel clamped asymmetrically by several contact elements or is clamped, rollers are preferably used as Contact members used. In this case the roles are Arranged so that they have rolling contact with the pages make surfaces of the wheel and turn when the wheel rotates. Alternatively, you can also use sliding pieces, slides or the like that slide in an or are movable during several predetermined directions they come into 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 a flat or level top; alternatively, the wheel placed on two or more horizontal bearing rollers become. In the latter structure, the wheel is rotatably mounted and the wheel can therefore be rotated, while it is clamped or pinched. If that However, if the wheel is to be turned, rollers should be used as contact links are used. When the wheel is on storage rollers brought and on both sides by pressure or contact roll is clamped, the wheel can be rotated so that you can not only be the incline of the wheel but also dynamic behavior, such as the amplitude of the wheel flutter, can be measured. In this case, a the storage rollers be provided a motor or one Storage roller be coupled to a motor to the Bearing rollers and thus the wheel mounted on it rotate; an external motor can be used with one of the storage roll over a clutch, especially a clutch, be coupled. In addition, all storage rolls can be in be brought to a freely rotatable state and that on The wheel stored 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 is connected to an upper part of a Side surface of a wheel can be brought into contact, contains; further at least one lower contact member that with a lower part of one side surface of the wheel can be brought into contact; an arm that with the upper and lower contact members are mounted; a Bearing device through which the arm can be pivoted in this way is stored that the upper and the lower contact member approximated to one side surface of the wheel or from these can be removed; and a sensing or measuring device for determining an angle between the Arm and a specific reference line. With the preferred Embodiment is the angle to be determined the lintel 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. When the top and bottom Contact member in contact with a side surface, preferably wise 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 preferably Contact or pressure rollers as pressure or contact members used. In this case, the pressure rollers can each in rolling contact with a side surface of the wheel be brought so that the pinch rollers rotate when the wheel rotates. In the preferred embodiment is a single upper pressure roller is provided, which is on the front End of an arm is rotatably mounted so that the upper Pinch roller under pressure in rolling contact with the pages surface of the wheel can be brought to its upper position can. Two lower pressure rollers are preferably provided and they are around from one another in the circumferential direction of the wheel a predetermined distance away and arranged so that the bottom of the wheel in contact with the side surface of the Wheel can be brought. With this construction the three pressure rollers are at three points with one Brought into contact with the side surface of a wheel.

Preferably a pivotable mounting of the arm Pivot axis of a storage device between the upper and the lower pinch rollers with a certain position relationship arranged. The most appropriate is the vertical one Distance between the point of contact between the upper 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 Pinch rollers and the side surface of the wheel and the Swivel axis. In this construction, the three roles which form the upper and lower pressure rollers, automatically brought into contact with one side 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 the determination of the toe (toe) of the wheel can be used, when the wheel is pinched from both sides by pressure rollers becomes. When rollers are used as contact members, the camber of a wheel can also be measured, while the wheel is rotating and you can therefore instead of the floating table with level bearings area also use a plurality of storage rollers, so that a wheel can be rotated 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 a high degree of freedom just created. The present angular displacement measuring device allows an angular displacement or deviation of a to determine on a frame rotatably mounted shaft. At the rotating shaft is a first gear or toothed wheel attached and on the frame is a bracket with an angle measuring device attached, such as one attached to the bracket Rotary encoder. A second gear is on one rotatable shaft of the angle measuring device attached.

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

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

Furthermore, the present invention is intended to provide a Wheel testing device can be specified which behavior of a wheel, especially its dynamic behavior, with high accuracy regardless of the type and the To determine the condition of the bike.

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

Furthermore, the invention is intended to provide a wheel testing system can be specified, which enables 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 lock device that is particularly suitable for use in a wheel testing facility 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 testing device is suitable.

The following are exemplary embodiments of the invention explained in more detail with reference to the drawings, it also includes other goals, features, and benefits the invention come up for discussion.

Show it:

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

FIG. 2 shows a simplified representation of a wheel testing system according to an embodiment of the invention, which contains four wheel testing devices according to FIG. 1 and allows the four wheels of a four-wheeled vehicle to be tested simultaneously;

Fig. 3 is a schematic representation of a test function of the Radprüfsystems of FIG. 2;

Fig. 4 is a partial view of a connecting device between a lower rotating shaft 41 e of Radprüf device 10 according to FIG 1 and a pivot plate 52 which supports the lower rotary shaft, and a pantograph arrangement associated therewith.

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 shows a simplified top view of the device according to FIG. 5a;

Fig. 5c is a simplified cross-sectional view of part of the arrangement shown in 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 θ 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;

Figure 9 is a schematic representation of an arrangement for measuring the camber of a wheel which is suitable for the Radprüfvorrichtung of 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 device according to Fig 1 Radprüf measurement results obtained.

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

Figure 12 is a simplified illustration of a serving for simultaneously locking and unlocking of two rotatable rollers blocking device which may also be used in the Radprüfvorrichtung of 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 obtained when measuring the amplitude of the flutter of a wheel on the basis of 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 is a simplified representation of a display device coupled Radprüfsystems according to Fig 16 to 18.

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.

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

The Radprüfvorrichtung 10 shown in Fig. 1 as the first embodiment of the invention includes a substantially box-shaped housing 11 with a bottom 11 a of a substantially rectangular, flat plate, and four sides walls that extend from the four edges of the bottom 11 a after extend at the top and each have specially shaped openings. At one end of the bottom 11 a, an arm 12 ar is fastened by means of a bracket or bracket 12. The front end of the arm 12 ar is pivotally connected br with the front end of a lever 12 which forms a part of a balancing device 12, which, one end to the other end of the lever is hinged br 12 in turn contains c a middle lever 12th The center lever 12 c is pivotably mounted in the middle by a bearing shaft 12 d and accordingly can be rotated horizontally about it. The compensation device 12 is symmetrical right and left and also includes a lever 12 bl corresponding to the lever 12 br.

As can be seen from FIGS. 2 and 3, four wheel testing devices 10 are usually provided corresponding to the four wheels of a four-wheeled vehicle. In a wheel testing system, as shown in FIGS . 2 and 3, two transversely spaced apart wheel testing devices 10 are provided for the two front wheels of the vehicle and another pair of transversely spaced apart wheel testing devices 10 is for the two rear wheels of the vehicle intended. In the wheel testing system shown in FIGS. 2 and 3, four wheel testing devices 10 are spaced apart from one another in the longitudinal and transverse directions. As will be explained later, however, each of the wheel testing devices 10 is movable at least in the transverse direction. The paired wheel test devices 10 for the front wheels or the rear wheels are movable, for example, on horizontally extending guide rails, so that the wheel test devices 10 of a pair can be arranged closer together or further apart. It can also be made devices to change the distance between the two Radprüfvorrichtungen 10 for the front wheels and the two Radprüfvorrichtungen 10 for the rear wheels, z. B. 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, each Radprüfvor device 10 two wheel guides 70 are attached to the housing 11 , which have a certain distance from each other and serve to lead an incoming wheel in the associated Radprüfvorrichtung. The wheel guides 70 of each pair are bent outward 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 in the direction of the arrow, i.e. from above in FIG. 2, the corresponding wheel testing device then arriving in the transverse direction is moved and the wheel can properly enter a predetermined position of the associated wheel testing 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 track center, i.e. the middle 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 properly positioned in the two right and left wheel checkers 10 . The center line CL is defined as the straight line connecting the centers 12 d of the front and rear balancing device 12 . The longitudinal center line of a vehicle to be tested, which is defined by the straight line connecting the front and rear center of the vehicle's lane, is thus essentially brought into congruence with the center line CL of the wheel test system, which in turn is defined by the straight line connecting the centers 12 d of the front and rear the rear compensation direction 12 is defined.

Fig. 3 shows the system in which the right and left Radprüfvorrich 10 for the front wheels are functionally coupled by the front balancing device 12 and the other right and further left Radprüfvorrich device 10 for the rear wheels are coupled in a corresponding manner via the rear balancing device 12 . The rear compensation device 12 has a fixed center 12 d and the right and left wheel testing devices 10 are therefore always arranged symmetrically to 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 compensation devices, thus also forms a center line of the present wheel testing system. The distance L between the centers of the front Radprüfvorrich lines 10 and the centers of the rear Radprüfvorrich 10 also corresponds to the wheelbase of the vehicle to be tested. As mentioned, provisions for adjusting the distance L between the front and rear wheel testing devices 10 can be provided in that the front and / or rear wheel testing devices are movably mounted in the longitudinal direction with respect to the respective other wheel testing devices. With such a construction, the present wheel testing system can be used for vehicles with different wheelbases or axle spacings.

In the wheel testing device 10 according to FIG. 1, the housing 11 is movably mounted on two guide rails 13 f and 13 b, which run in the transverse direction of the device and are spaced apart from one another in their longitudinal direction. The guide rails 13 f and 13 b can be permanently laid 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 supported 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 or positioned in the transverse direction so that the longitudinal center line of the Vehicle is brought into alignment with the longitudinal center line CL of the present wheel testing system.

At the bottom 11 a of the housing two substantially U-shaped brackets 25 are fixedly attached parallel to one another and in the longitudinal direction at a distance from one another, each bracket 25 extending in the transverse direction. A right and a left guide rail 24 l and 24 r, the latter not visible in FIG. 1, are firmly attached to the brackets 25 and extending between them. On the guide rails 241 and 24 r, two intermediate mounting elements 23 f and 23 b ( 23 f not visible) are arranged displaceably in the longitudinal direction with mutual spacing. The intermediate support 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 of 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 extend at right angles to each other, namely the lower guide rails 24 r and 24 l 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 , an upper central rotatable shaft 27 is supported by a pivot bearing 26 Gela. 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 rotate with respect to the floating table 20 because of the pivot bearing 26. A substantially U-shaped roller bearing assembly 30 is fixedly attached to the upper end of the upper central shaft 26. The storage roller assembly 30 includes a floor and two side walls extending upwardly from opposite sides of the floor. On the two side walls of the storage roller arrangement 30 , two storage 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 seated rotatably 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 storage rollers 31 is coupled to a drive device. In the present case, at least one of the two storage rollers 31 is driven ben so that it rotates and the wheel 1 placed on the two Lagerungsrol len 31 is set in rotation by frictional contact with the storage rollers 31. The driven storage roller or rollers 31 can in this case be provided on its periphery with a plurality of longitudinal grooves in order to improve the frictional or frictional connection between the relevant storage roller 31 and the wheel 1 sitting on it. The drive device for the storage roller or rollers 31 can for example be a motor. This drive motor can be separated from the relevant storage roller 31 , or it can also be arranged alternatively in the relevant storage roller.

Fig. 8a shows an embodiment in which the drive motor is accommodated in one of the bearing rollers 31, which also applies to the embodiment according to Fig. 1 in Fig. 8b, another embodiment is shown in which a separate on storage roller 31 drive motor 81 provided which is coupled to the relevant storage roller 31 via a coupling 80.

When in Fig. Structure shown 8a, the storage roller 31 includes a cylindrical casing 31a, in which a coil 31b is mounted d by a support frame 31, and an armature 31c, the b of the coil 31 is separated and disposed in this . In the embodiment shown in FIG. 1, too, an armature 31 c is located 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 with this 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 shell 31a and does not contain an anchor. The cylindrical casing 31a can here by the clutch 80 to the outer motor coupled 81 or be uncoupled from this, so that the storage roller 31 can be rotated by the external motor as desired in a limited hours th direction. The construction shown in Fig. 8b can also be modified in that a belt pulley is attached to one end of the cylindrical shell 31 a and the bearing roller 31 is driven by the motor 81 via a belt.

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

In the wheel testing device according to FIG. 1, an attack or stop member 32 is provided integrally at the front and rear ends of the bearing roller arrangement 30 . The engaging member 31 can be formed by machining such as milling, if desired. The attack members each stretch forwards and backwards and are provided at their front end with a substantially circular hole 32 a. 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 hole 32 a of the storage roller arrangement 30 in the advanced position. It should be noted that the member 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, with the projection 33 forming the center of the pivoting movement. Namely, when the wheel 1 rotates on the bearing rollers 31 , a thrust 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 a plane until the axis of rotation of the wheel 1 is substantially parallel is to the axis of rotation of the storage roller 31 and the wheel 1 and the storage rollers 31 are aligned with respect to each other. A more detailed explanation of this bearing roller swivel system follows with reference to FIGS. 13 and 14.

As described above, the bearing roller assembly 30 supports a wheel 1 to be tested rotatably about its own axis of rotation and can also rotate about the upper central shaft 27 in a plane with respect to the housing 11. In addition, the bearing roller arrangement 30 supports the wheel 1 translationally in a plane with respect to the housing 11 through the upper and lower guide rails 21 f, 21 b or 24 l and 24 r.

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

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

The left and right blocks 43 l and 43 r are fixedly connected to left and right pressure roller assemblies 47 l and 47 r, respectively. The blocks 43 l and 43 r are essentially L-shaped for this purpose and contain th accordingly a vertically extending lower bracket part 45 l and 45 r, which stands up from the end of a horizon tal part. The pressure roller assemblies 47 l and 47 r contain in a corresponding manner an upper mounting part 46 l or 46 r which, in the assembled state, fits into the lower mounting parts 45 l and 45 r of the blocks 43 l and 43 r. The pressure 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 coincides with the direction of movement or circumferential direction of the Seitenflä surface of a wheel 1 , when the pinch roller makes rolling contact with that surface. In other words, the pressure rollers are inclined so that their axis of rotation runs in the radial direction of the wheel 1 against which the pressure roller in question is pressed. If the present Radprüfvorrichtung 10 is to be used for wheels different Licher diameter, it may therefore be useful to make the inclination or inclination of the Andruckrä the or rollers adjustable.

Since the pressure roller assemblies 47 l and 47 r are fixedly attached to the respective block 43 l and 43 r, they can be brought closer to one another or removed from one another. The pinch roller assemblies 47 l and 47 r can therefore move 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 and right sides of the wheel 1 are brought to be moved. The movement of the pressure roller assemblies 47 l and 47 r with respect to the wheel is controlled by actuating the two-way actuating cylinder 44 a. So if one side of the actuating cylinder 44 a, a hydraulic pressure medium is supplied so that the push rod 44 b is pushed outward, the two pressure roller assemblies 47 l and 47 r are further removed from each other in the direction of the retracted position. In contrast, when the hydraulic pressure medium of the other side of the actuating cylinder 44 a is supplied, the push rod 44 b in the cylinder 44 a retracted so that the two contact pressure roller assemblies 47 l and 47 r are pushed in to the advanced position in which they are rolling contact do with the left or right side of the wheel 1.

On the upper support plate 41, a lower central shaft is at the center 41e fixedly mounted which extends vertically downwards in a pivot bearing 50 which is disposed in the center of the lower support plate fortieth As can best be seen from FIG. 5b, the center of the lower central shaft 41e is always aligned with the center of the pantograph mechanism 42 . Even if the pantograph mechanism 42 changes its shape upon actuation of the actuating cylinder 44 a, so the center of the pantograph mechanism 42 , ie the center between the pair of oppositely arranged Andruckrollean orders 47 l and 47 r, always coincides with the center of the lower Middle wave 41 e. So if after positioning a wheel 1 on the storage rollers 31 of the actuating cylinder 44 a is operated to bring the two pressure roller arrangements 47 l and 47 r in rolling contact with the side surfaces of the wheel 1 , the geometric center of the wheel 1 is as object to be tested is determined by the center of the two opposite pressure roller arrangements 47 l and 47 r and the geometric center of the wheel 1 is therefore aligned with the center of the lower central shaft 41 e. 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 alignment with the center of the upper central shaft 27 .

The inner pivot bearing 50 rotatably supports the lower central shaft 41 e and is itself rotatably mounted in an outer pivot bearing 51 . The outer pivot bearing 51 is movably arranged on a pivot plate 52 . As shown in more detail in Fig. 4, a pivot lever 53 ar is integrally formed with the pivot plate 52 , which protrudes from one end of the pivot plate 52 and is pivotably mounted approximately in its central part at a fixed pivot point 53 br, which in turn is on The bottom of the pit is set. 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 fixedly laid at the bottom of the pit. At the other end of the pantograph mechanism 54 , a not shown in Figs. 1 and 4, other wheel testing device corresponding to the wheel testing device 10 of FIG. 1 is connected. The lower central shaft 41 e of the wheel testing device 10 thus moves around the pivot point 53 br along a circular path; the lower middle-shafts 41 e of the left and right Radprüf device 10 which are connected by the pantograph mechanism 54, but are always kept the longitudinal center line CL with respect to in a symmetrical position. So when the actuating cylinders 44 a of the corresponding left and right wheel testing devices 10 are operated to clamp the wheel 1 by bringing the pressure rollers into rolling contact with the wheel, the lower central shafts 41 e of the left and right wheel testing devices 10 are symmetrical positioned with respect to the longitudinal center line CL and the geometrical centers of the left and right wheels 1 are therefore arranged symmetrically with respect to the longitudinal center line CL.

As Fig. 4 shows, the pivot plate 52 is slidably mounted on two guide rails 85 f and 85 b, which are permanently laid on the bottom of the pit. Since the pivot plate 52 pivots in a horizontal plane about 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 a substantially union rectangular 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, which receive the left and right projection 51 l, 51 r of the outer pivot bearing 51 slidably. The pivot plate 52 can rotate about the pivot point 53 br, the outer pivot bearing 51 and thus the lower central shaft 41 e move only linearly in the transverse direction perpendicular to the longitudinal center line CL of the wheel testing system. The reason for this is that the lower middle shaft 41 e connected to the lower bearing plate 40 through the inner pivot bearings 50 and b is slidably movable only in the transverse direction along the transverse guide rails 11 f and 11. FIG.

As shown in FIGS. 1 and 5a show, also at the lower end of the lower middle shaft 51 e, a camber angle detector or sensor 56 fixedly mounted. Thus, when the two pinch roller assemblies 47 l and 47 r are moved to the advanced position in order to bring the pinch rollers into rolling contact with the wheel 1 , the orientation of the upper bearing plate 41 is aligned with the orientation of the wheel 1. Since the lower center shaft 41 e is fixedly attached to the center of the upper bearing plate 41 , the angular position of the lower center shaft 41 e coincides with the direction of the wheel 1 . Since the camber angle detector 56 is fixedly attached to the lower end of the lower central shaft 41 e, the camber of the wheel 1 , which is clamped by the two pinch roller assemblies 471 and 47 r, can be precisely determined by the rotation of the lower center -Wave 41 e with respect to their reference angular position measures.

The wheel testing 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 storage rollers 31 , which are locked and prevented from rotating when the locking device is brought into engagement with the storage rollers 31 . In the shown execution form the locking means 60 includes a cylinder actuator 61 and two operating arms 62 f and 62 b, which pins 63 f and 63 b are coupled to the actuating cylinder 61st The actuating arms 62 f and 62 b each have a distal end that is movable between a pushed forward and a retracted position. So when the distable 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 storage rollers 31 and lock or lock these rollers so that they can no longer rotate. 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 bearing rollers 31 , the lock is released and the bearing rollers 31 can rotate. The locking device 60 is used to lock the bearing rollers 31 as desired or to give free so that they can be locked when a vehicle is driven into or out of the present wheel testing system.

Fig. 2 shows as a whole the construction of another embodiment of a wheel test system according to the invention, which is provided with four wheel test devices 10 of the type shown in Fig. 1 for testing the four wheels of a four-wheeled vehicle sequentially or simultaneously. The wheel test system shown in Fig. 2 includes two front wheel test devices 10 fl and 10 fr, which are spaced from each other in the transverse direction, and also a pair of rear wheel test devices 10 bl and 10 br, which are spaced apart from each other in the transverse direction. As already described, the wheel test devices 10 are each mounted on guide rails 13 f and 13 b so that they can be moved in the transverse direction and the paired wheel test devices 10 bl, 10 br or 10 fl, 10 fr can therefore approach or move away from each other in the transverse direction. As has also already been mentioned, the respective bearing rollers 31 of the left and right wheel testing devices 10 are connected by means of compensating devices 12 between the wheel testing devices 10 bl, 10 br or 10 fl, 10 for each pair. In addition, the two pressure roller assemblies 47 of each wheel testing device 10 are functionally connected by a pantograph mechanism 54. The bearing rollers 31 of the left and right wheel testing device 10 are therefore always positioned symmetrically with respect to the longitudinal center line CL of the system and the geometrical centers of the left and right wheels which are determined when the wheels are clamped by the pressure roller assemblies 47 are also equidistant from the center line CL of the system.

In the embodiment according to FIG. 2, the two rear wheel testing devices 10 bl and 10 br are mounted on a slide table 82 which is slidably mounted on two guide rails 81 l and 81 r, which are laid on the bottom of the pit P and parallel to each other and run to the center line CL of the system. The two front wheel testing 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 10fr. Furthermore, a mechanism, not shown in FIG. 2, is provided for locking or fixing the slide table 82 in a specific position along the guide rails 81 l and 81 r. So if vehicles with different wheel spacing are to be tested, the sliding table 82 can be adjusted accordingly in this construction in order to adjust the distance between the front and rear wheel test devices 10 to the wheel spacing of the respective vehicle to be tested and you can therefore use all wheels of the vehicle at the same time.

Fig. 3 shows the function of the wheel inclination measuring system of the wheel testing system according to FIG. 2. The term "wheel inclination" or "wheel angle" is intended in the context of the present description 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 include the toe, the camber, the lead or lag, 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 clamped by the two pairs of pressure rollers 47 rf- 47 rb and 47 lf- 47 lb. Each wheel is thus mounted rotatably 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 testing 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 as a. Display device a cathode ray tube.

If, 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 testing devices 10 are pressed against the opposite side surfaces of a wheel, the geometric center of the clamped wheel is the center of the angle sensor 56 aligned so that an angle measurement signal that the angle sensor 56 wins from the wheel is properly processed and the camber angle of the wheel is obtained in the static state. According to the present invention, in this way the toe angle of each wheel can be determined in the static state, ie that the wheel does not rotate about its own axis during the measurement. In addition, as shown in Fig. 1 in Fig can, in dashed lines. Is not 3, a vertically extending support lever can be provided r on the outer pressure roller 47 48 having at its tip an additional pressure roller 49 to the camber of the wheel, ie to determine the inclination of the wheel 1 with respect to the vertical. The information ascertained 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 is also rotatably supported at the front end of the lever 48 so that it makes rolling contact with the outer side surface of the wheel in its circumferential direction.

Since, in the present system, each wheel is rotatably mounted on two support rollers 31 about its own axis, the toe and camber can also be measured dynamically, ie while the wheel is rotating about its own axis of rotation. For such a dynamic measurement one can either use an external drive through 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 freely rotatable and that on it stored wheel 1 is set in rotation by the engine of the vehicle.

More recently, motor vehicles have four wheel steering and gained increasing interest in such a vehicle the rotation of the steering wheel is transmitted to all four wheels. For vehicles with four-wheel steering, the so-called angle is Inferred type of particular interest, here the orientation of the rear wheels by orienting the front wheels according to determined by a given program. For example, if you the steering wheel gradually turns to the right, the Front wheels also gradually turned to the right, the Steering of the rear wheels, however, is a little different. The rear In this case, the wheels initially pivot over a small one Angle (e.g. 1 °) to the right. However, if the steering wheel is 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 are gradually pivoted to the left z. B. (maximum 5 ° to the left).

So there are 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 axes have to change their orientation in a certain way when the steering wheel is operated. By storing a program in a memory of the processing and display unit 80 of the system according to FIG. 3, which program indicates how the orientation of the individual wheels is to change as a function of the rotation of the steering wheel, the steering behavior of each individual wheel can be examined and be 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 storage rollers 31 , the wheels can also be checked dynamically, that is, 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 an external drive or with a self-propelled system. Even if it is 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 likewise 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 tested simultaneously. In the case of a four-wheel drive vehicle, a viscous or fluid coupling may be provided between the differential for the front wheels and the differential for the rear wheels. In such a case, when relative rotation occurs between the shafts connecting the respective differentials, all four wheels are functionally interconnected. Thus, 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 rotate 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 Arrows 85 fr and 85 br or 85 fl and 85 bl. By rotating the four wheels in the respective directions in this manner, each of the four wheels can be rotated independently, so that the four wheels of a four-wheel drive vehicle can be dynamically checked when assembled.

Parts of the wheel testing device 10 according to FIG. 1 are shown in simplified form in FIGS. 6a to 6c. 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 can roll on the side surfaces in the circumferential direction of the wheel. The geometric center of the wheel 1 is therefore located 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 precisely determined.

In the prior art, the amount of wheel wobble was measured by means of a contact or non-contact sensor on a side surface of the wheel. In this case, however, the measurement is influenced by deformations deformations of the side surface of the wheel or by embossed characters 1 a on the side surface of the wheel Fig. 6a and the degree of flutter of the wheel in the transverse direction, ie the flutter amplitude, could therefore not be high Accuracy can be measured. If, for example, the amount 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 as shown in FIG. 15 is obtained. The resulting measurement signal therefore not only contains a sinusoidal main component, which corresponds to the extent of the flutter of the wheel 1 in the transverse direction, but also a high-frequency secondary component, which is generated, for example, by deformations of the wheel 1 and in particular by characters on the side surface of the wheel 1 becomes. If such a secondary component is in or near the coupling or the valley of the sinusoidal main component, the transverse flutter amplitude A cannot be measured accurately.

As shown in FIG. 7, in the present wheel inspection apparatus, the flutter angle θ of each wheel 1 in the lateral direction can be measured by the corresponding angle sensor 56 by rotating the wheel 1. In addition, since the outside diameter of the wheel 1 is known in advance, the extent of the wobbling of a wheel 1 in the transverse direction, in particular its amplitude, can be precisely determined from the measured angle θ 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 Ia between the right and left surfaces cancel each other out and therefore do not pose any 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 attached symmetrically on the two 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 if symmetrical with respect to the center plane of the wheel. Because the wheel 1 is clamped in 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 and thereby made essentially ineffective. It is therefore possible to accurately measure the amount of lateral wheel wobble. In addition, when the amount of wheel flutter exceeds a predetermined value, it can be judged that the assembly of the wheel 1 is faulty and needs to be readjusted.

Fig. 9 shows another construction for the storage roller assembly 30 according to FIG. 1. The in Fig. 9 Darge presented storage roller assembly 130 is like the storage roller assembly 30 of FIG. 1 essentially U-shaped and contains two parallel, rotatably mounted storage rollers 31 . The bearing roller assembly 130 , however, is not attached directly to the upper rotating shaft 27, but is pivotably 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 pivotally connected by means of a bearing pin 131 to the base plate 136 and from the opposite side of the storage roller assembly 130 moves a projection 132 before. 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 storage roller arrangement 130 and the base plate 136.

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

In Fig. 10 an adjustment system for setting the degree of inclination of each of the four wheels 1 by means of a robot 101 as a function of the measurement results determined with the present wheel testing device 10 is shown. In this adjustment system, as shown in Fig. 3, the degree of inclination of each wheel i 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 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 which can be used to lock the bearing rollers 31 of the present wheel testing device if necessary. In the illustrated in Fig. 1 construction, a locking mechanism 60 is provided at the position approximately roll to prevent 31 from rotating when a wheel 1 driven on 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 directly into contact with the two bearing rollers 31 in order to lock them. In the construction shown in FIG. 11, however, 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 jaw 113 a and 113 b. So when the piston rod 115 is moved upward 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 supporting 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 remove from the respective position approximately roller, so that these rollers can rotate freely again while the wheel 1 to sit on the two Rolls 31 is brought. When the lifting plate 111 is in its lower position, the wheel 1 does not touch the support surface 112.

Fig. 12 shows a locking means 115 for simultaneously locking or unlocking of two rotatably mounted bearing rollers, which are suitable as an alternative to locking device 60 particularly well suited for the present Radprüfvorrichtung 10th FIG. 12 shows a special construction in which the locking device 150 is used as the locking device of the wheel testing device 10 .

As Fig. 12 shows, an integral end gear 153 a is provided at one end of a storage roller 31 and at one end of the other storage roller 31 , another end gear 151 a is integrally provided. The toothed wheels 153 a, 151 a thus rotate integrally together 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 storage rollers 31 is driven in a predetermined direction, rotate the two storage rollers 31 because of the intermediate gear 152 a in the same direction at the same speed.

On a rotating shaft, not shown, of the gear 153 a, a left operating lever 155 is pivotably mounted by means of a bearing 153 b. On a rotating shaft, not shown, of the gear 151 a, a right actuating lever 154 is pivotably mounted via a bearing 151 b. The operating levers 155 and 154 normally extend downward. In the middle of the left operating lever 155 , a shaft 158 c is introduced, on which a ratchet 158 a is supported by a bearing 158 b. The ratchet 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 supported 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 also includes an actuating cylinder 156 a, the base end of which is pivotably 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 engaged with the respective end gears 151 a, 153 a and there is no locking. The state shown in FIG. 12 is therefore 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, if the piston rod 156 b is withdrawn by the loading cylinder 156 a in this, the right operating lever 154 pivots in a clockwise direction, so that the ratchet wheel 157 a, which is in engagement with the gear 151 a, is also in engagement with the Intermediate gear 152 a comes. At the same time, the left operating lever 155 is pivoted counterclockwise so that the ratchet 158 a located in engagement with the end gear 153 a also comes into engagement with the intermediate gear 152 a. 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 wheels 157 a, 158 a are provided; in principle, however, only one of these two ratchet wheels 157 a or 158 a is required.

It is also possible, the tips of the operating 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. 12, to be connected. In such a construction, the two storage rollers 31 can simply be locked or released at the same time that 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 out of engagement disengages with this intermediate gear 152 a.

In Figs. 13 and 14 is a 160 according to another embodiment of the present invention constructed means for absorbing thrust or impact of a rotating wheel, which is particularly suitable for use in the present Radprüfvorrichtung 10th In the construction shown in FIG. 1, this device 160 is built into the bearing roller assembly 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, 32 extend from opposite sides of the planar bottom to the top. Between the two side walls 32 b, two storage rollers 31 , which are arranged parallel to one another and are able to carry a wheel 1 of a vehicle, extend.

The bottom 32 has an open engagement hole 32 a at the front end and at the rear end. There is also a locally fixed actuating cylinder 34 a with a piston rod 34 b, the front end of which is provided with an engagement or coupling disk 33. When the piston rod 34 b from the actuating cylinder 34 is extended a, engages the plate 33 at the front end of the piston rod 34 b into the hole 32 a of the storage roller assembly 30 a. Figs. 13 and 14 show the state after this engagement has taken place. The bearing roller arrangement 30 is freely movable in one 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 bearing roller assembly 30 can be rotatably arranged on the upper rotating shaft 27 movably supported in a horizontal plane or mounted on a number of balls on the top of a carrier plate. If, as shown in FIGS. 13 and 14, engages with the coupling or engagement hole 32 a coupling disc 33, the storage roller arrangement 30 may in a horizontal plane about the engagement between the coupling disc 33 and pivot the coupling hole 32 a.

When the wheel 1 supported on the bearing rollers 31 , as shown in FIGS. 13 and 14, is a vehicle-mounted wheel, the so-called inclination, such as toe, of the wheel 1 is adjusted. The storage roller assembly 30 is thus initially arranged in a predetermined straight position, which is shown in FIG. 13 by dashed lines. If in this state a wheel 1 is then placed on the location approximately 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 exists between these two axes of rotation. If now the wheel 1 is set in rotation under these circumstances, a thrust or impact occurs between the wheel 1 and the bearing rollers 31 and as a result, the bearing roller assembly 30 pivots in the horizontal plane in the direction of arrow A around the clutch disc 33 as the pivot center . When the bearing roller assembly 30 is pivoted to a position in which the axes of rotation of the bearing 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 bearing roller assembly 30 in the direction of arrow A and the bearing roller assembly stops 30 remains in the assumed position. Then it is assumed the broken lines in Fig. 13 drawn initial position a position approximately roller assembly 30 corresponds to a position parallel to the center line CL of the test system, this corresponds to the angle between the initial position and the equilibrium position in which the axis of rotation of the wheel 1 to the position approximately roll 31 parallel to the axes of rotation of the storage rollers 31 runs, the toe angle of the wheel 1 . With a detector provided for measuring the angle of the pivoting movement of the storage roller arrangement 30 , the toe angle 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 of the toe angle can be determined by absorbing any thrust or impact between the wheel 1 and the bearing rollers 31 while the wheel is rotating on its own axis rotates and runs on the storage rollers 31 . It should be noted that the present impact or thrust absorbing device is not limited to the measurement of the toe angle but is also suitable for the absorption and the elimination of any thrust or impact between a rotating object, such as a wheel, and one or more bearing rollers that 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 bearing roller.

In the construction shown in FIGS. 13 and 14, an engagement or coupling hole 32 a is formed both at the front and at the rear end of the bottom 32 of the bearing roller arrangement 30. However, only one such coupling hole 32 a can be provided, depending on the direction in which the wheel 1 rotates. So you only need to provide such a coupling hole at the front end with respect to the rotation of the wheel 1. However, as mentioned above, if the four wheels of a four-wheel drive vehicle are to be tested at the same time and it is then necessary to turn a front and rear wheel or a left and a right wheel in opposite directions, it is preferred to use both the front and rear wheels at the rear end of the bottom 32 each have a coupling hole 32 a provided.

The diameter of the coupling hole 32 a is preferential as to a predetermined tolerance L 'greater than the diameter of the coupling disc 33rd This tolerance L 'is defined as the distance between the front end of the coupling disc 33 and the lowest point of the coupling hole 32 a and should be equal to the sum of the permissible deviation of the base wheel spacing of the vehicle to be tested and the shift between the point in time at which the rotation of the wheel 16090 00070 552 001000280000000200012000285914597900040 0002003844887 00004 45971OL <until the point in time at which a state of equilibrium is reached. This game between the coupling disc 33 and the coupling hole 32a prevents undesirable forces from being transmitted to the bearing roller assembly 30 and the bearing roller assembly 30 can therefore absorb any thrust or impact of the wheel 1 gently. It should also be noted that it is not always necessary to form the coupling hole 32a partially open, as is the case with the embodiment shown in FIG. 13; a complete, round through hole in the bottom 32 can also be provided. In this case, however, a vertically movable coupling pin must be provided which can be inserted into this coupling hole and removed from it again. In such an alternative construction, a predetermined game L 'should also be seen easily between the coupling hole and the coupling pin. In the impact or shear absorption device shown in FIGS. 13 and 14, at least one of the two bearing rollers 31 can be provided with a drive to set the wheel 1 on the bearing rollers 31 to rotate. Alternatively, the wheel 1 driven onto the bearing rollers 31 can also be set in rotation by the engine of the vehicle concerned. When the bearing rollers 31 are driven, at least one of them may form part of a motor or, alternatively, the driving force may be transmitted to at least one of the bearing rollers through a clutch or a belt from an external motor. A further exemplary embodiment of a wheel testing system 201 according to the invention for a four-wheeled vehicle is shown in simplified form in FIGS. 16 to 18. The illustrated wheel testing system 201 contains a substantially rectangular frame 202 on which four wheel testing devices 210fr, 210fl, 210br, 210bl are arranged according to a further embodiment of the invention at four points right and left as well as front and rear. If a four-wheeled vehicle to be tested, such as a motor vehicle, is driven over two ramps 203 into the test position in the test system 201, the four wheels W take up corresponding places in the respective wheel test devices 210. 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. At the left and right corners of the front part of the frame 202, two guide rails 202a are arranged, on which a front base or base plate 204 is movably supported. The base plate 204 is movable within a given range in the longitudinal direction of the frame 202 along the guide rails 202a. The base plate 204 is coupled to a crank 204a which is arranged at the front end of the frame 202, and it can be adjusted in the longitudinal direction of the frame 202 by turning the crank 204a by hand either clockwise or counterclockwise. On the front base plate 204, the two Radprüfvorrich lines 210fr and 210fl are arranged at a distance transversely to the longitudinal direction of the frame 202. These two front wheel testing devices 210fr and 210fl are coupled by a front balancing or balancing 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 210fr and 210fl from the two rear wheel test devices 210br and 210bl, which are attached to the frame 202, can be reduced or increased. The distance L between the front and the rear pair of wheel test devices can therefore be set to a desired value, specifically to the wheel or axle spacing 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 balancer 205 includes a front central shaft 205a which defines the center of the front portion in the transverse direction, a lever 205b which is rotatably supported on the central shaft 205a, and two connecting levers 205cr and 205cl, the ends of which are coupled to corresponding ends of the two-armed lever 205b . The connecting levers 205cr and 205cl are articulated to corresponding L-shaped arms 211a, each of which is fixedly provided on a base plate to be mentioned of the left and right wheel testing device 210fr and 210fl, respectively. In a corresponding manner, the wheel testing devices 210br, 210bl of the rear pair attached to the frame 202 are coupled to one another by a rear balancing or balancing device 206 which is attached to the frame 202. The rear balancing device 206 contains in a corresponding manner a rear central shaft 206a, which defines the center of the rear section in the transverse direction, a two-armed lever 206b, which is rotatably mounted on the central shaft 206a, and two connecting levers 206cr and 206cl, which are attached to corresponding ends of the two-armed lever 206b are articulated. The connecting levers 206cr and 206cl are in turn articulated on L-shaped arms 211a, which are each attached to a base plate to be mentioned in the left and right wheel testing devices 210br and 210bl, respectively. A hypothetical straight line which connects the central shaft 205a of the front compensation device 205 and the central shaft 206a of the rear compensation device 206 thus corresponds to a center line which runs 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, it remains unchanged even if the front base plate is displaced along the guide rails 202a. As can be seen from Fig. 16, each Radprüfvorrichtung 210 includes an inner roller assembly 216 and an outer roller assembly 217, which can be approached and removed from each other along a predetermined, straight path and are also rotatable about a specific axis of rotation. In the illustrated embodiment, the inner roller assembly 216 is provided with two tracking rollers 220ti and the outer roller assembly 217 is provided with two tracking rollers 220to and a camber measuring roller 220c. Since these roller assemblies 216, 217 can be moved closer to and away from one another, the inner track measuring rollers 220ti and the outer track measuring rollers 220to can also be moved closer to or away from one another. By bringing the inner and outer roller assemblies 216, 217 closer together, the inner rollers 220ti and the outer rollers 220to can be pressed against the inner and outer side surfaces of a wheel W from both sides and the wheel W can thereby be clamped. When the wheel W is clamped in this way from both sides, the angle between the. Wheel W and the reference line G are determined and thereby the toe angle of the wheel W can be measured. Since the outer roller assembly 217 is also provided with the camber roller 220c, when the outer tracking rollers 220to are brought into contact with the outside of the wheel W, the camber roller 220c is also brought into contact with the upper part of the outside of the wheel W, so that also the camber angle of the wheel W can be measured. When the left and right or inner and outer track measuring rollers 220ti and 220to are pressed against the opposite side surfaces of the wheel W, the geometrical center of the wheel W is brought into agreement with the geometrical center of the wheel testing device 210. Since the left and right Radprüfvor direction 210fr or 210fl or 210br and 210bl are also arranged so that their geometric centers in the transverse direction are symmetrical to the centers 205a and 206a of the respective compensation devices 205 and 206, the left and right wheels, which have been aligned with the centers of the left and right wheel testing device 210 as a result of the clamping, positioned in the transverse direction symmetrically to the reference line G of the present system 201. In the system shown in FIG. 16, the wheel test devices 210 are each provided with a floating table 232 which has a flat upper bearing surface for supporting a wheel W to be tested. As will be explained in more detail later, the floating table 232 is mounted so that it can move freely within certain limits in a horizontal plane and also can rotate freely in the horizontal plane. Thus, when the wheel mounted on the floating table 232 is clamped from both sides by the inner and outer rollers 220ti and 220to, the wheel W moves together with the floating table 232 both translationally and rotationally freely in the area defined by the floating table 232 Horizontal plane, whereby the wheel W is positioned. Details of the wheel testing devices 210 of the wheel testing system 201 according to FIGS. 16 to 18 are shown in FIGS. 19 to 21. As shown in FIGS. 19-21, a wheel tester 210 generally includes an inner roller assembly 216, an outer roller assembly 217, a link mechanism for operatively connecting these roller assemblies 216, 217, and a floating table 232 for supporting a wheel W under test Wheel testing device 210, the inner roller assembly 216 includes an inner slide member 216a mounted on a balance plate 214 slidably slidable in its longitudinal direction, an inner column 216b extending vertically upward from one end of the inner slide member 216a, and an inner roll holder 216c fixedly attached to the upper end of the upper column 216b. The inner roller holder 216c supports two freely rotatable inner toe angle measuring rollers 220ti. As can be seen 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 220ti are arranged so that their axes of rotation form a certain angle θ₁. In the preferred embodiment, the intersection of the axes of rotation of the two rollers 220ti lies essentially on the axis of rotation of the wheel W. As FIG. 19 shows, a shaft 222 is attached to the roller holder 216c, on which the roller 220ti is freely rotatable by means of two bearings 222 is. The outer roller assembly 217 on the other hand contains an outer sliding element 217a, which is also arranged on the balance plate 214, slidably displaceable in its longitudinal direction, an outer column 217b, which extends vertically upwards from the outer end of the outer sliding element 217a, a horizontal bracket or bracket 217c fixedly attached to the upper end of the outer column 217c and two inclined brackets or brackets 237 fixedly attached to the horizontal bracket 217c. Two outer track measuring rollers 220to are held on the two inclined brackets 237 via corresponding roller holders 237a. That part of the outer roller assembly 217 which is above the horizontal bracket 217c is shown in FIGS. 22-24. The outer rollers 220to are spaced from the inner rollers 220ti in the transverse direction, perpendicular to the reference line G of the present system 201, and the outer rollers 220to are even further away from the reference line G than the inner rollers 220ti. The outer rollers 220to are mounted so that they can be brought into rolling contact with the lower part of the outer side surface of a wheel, preferably with the lower part of the outer side surface of the tire of the wheel. The outer rollers 220to 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 220to form a given angle θ₂. In the preferred embodiment, the intersection of the axes of rotation of the inclined outer rollers 220to is essentially on the axis of rotation of the wheel W. It should be noted here that the intersection angle θ₁ formed by the axes of rotation of the inner rollers 220ti has a different value in the illustrated embodiment than the intersection angle θ₂ formed by the axes of rotation of the outer rollers 220to. In the illustrated exemplary embodiment, θ₁ in particular is smaller than θ₂. Namely, it has been found that such a staggered or staggered arrangement of the inner and outer rollers, that is, an asymmetrical arrangement of the inner and outer rollers 220ti and 220to enables the wheel W to be clamped in a more stable manner. Namely, since the inner and outer rollers 220ti and 220to are arranged to pinch the tire of the wheel W from both sides, the staggered arrangement of the inner and outer rollers 220ti and 220to results in a better and more stable clamping state of the wheel W. In the illustrated one Embodiment, the intersection angle θ₁ of the axes of the inner rollers 220ti is smaller than the intersection angle θ₂ for the outer rollers 220to; However, θ₁ can also be chosen to be greater than θ₂, as long as these two angles are different. In the illustrated embodiment, two rollers are provided on the inside and outside. However, in principle, any desired number of inner and outer roles can be provided. In any case, the inner and outer rollers should be offset from one another 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 202b are attached to the frame 202, which are spaced from one another a certain distance along the central reference line G and extend in the transverse direction, i.e. normal to the central reference line G of the present test system 201. A substantially rectangular base plate 211, movable in the transverse direction, is mounted on the guide rails 202. As can be seen from Fig. 21, an L-shaped arm 211a is attached to the base plate 211, which is connected to the corresponding compensation device 205 or 206 of the system 210, as explained above. In the middle of the base plate 211, a central shaft 213 is rotatably supported by two bearings 212, the axis of rotation of which is perpendicular. The axis of rotation of the central 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 central shafts 213 of the left and right wheel test device 210 in the transverse direction are always symmetrical to the central reference line G of the present Systems 201 are positioned. In addition, when the wheel W is clamped by the rollers 220, the center thereof is aligned with the axis of rotation of the central shaft 213, as will be explained. At a certain height above the base plate 211, an elongated balance plate 214 is arranged, which is rotatable 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. Two groove guide rails 214a are attached to the top of the balance plate 214, which are spaced apart and are aligned in a line in the transverse direction. The inner and outer sliding elements 216a and 217a are slidably mounted on the corresponding guide rails 214a. The inner and outer roller assemblies 216, 217 can thus be approached and removed from one another in the longitudinal direction of the elongated balance plate 214, being guided by the guide rail 214a laid in a line on the balance plate 214. 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 and is therefore not always perpendicular to the reference center line G. Direction restricted. A hinge mechanism 215 is also provided for coupling the inner and outer sliding elements 216a and 217a, respectively. The link mechanism 215 includes a mounted on the central shaft 213 and rotatable about this two-armed lever 215a and two connecting levers 215b which are articulated to the opposite ends of the two-armed lever 215a. The connecting levers 215b are in turn hinged to the inner and outer sliding element 216a and 217a. The inner and outer sliding elements 216a, 217a are always held symmetrically to the axis of rotation of the central shaft 213 in the longitudinal direction of the balance plate 214. The wheel testing device 210 also contains an actuating cylinder 218 with a cylinder unit 218b and a piston rod 218a which can be extended or retracted with respect to this. The cylinder unit 218b has a base portion 218c coupled to the outer slide member 217a, while the front end 218d of the piston rod 218a is coupled to the inner slide member 216a. Thus, when the piston rod 218a is pushed out or retracted into it by operating the operating cylinder 218, the inner and outer slide members 216a, 217a are approached or removed from each other in the longitudinal direction of the balance plate 214. Since the sliding elements 216a, 217a are coupled to one another by the joint mechanism 215, it is always ensured in the present case that the sliding elements 216a, 217a are always positioned symmetrically to the axis of rotation of the central shaft 213, i.e. to the geometric center of the wheel testing device 210 in the longitudinal direction of the balance plate . When the piston rod 218a is retracted into the cylinder unit 218b by the corresponding feeding of the actuating cylinder 218, the inner and outer sliding elements 216a, 217a are brought closer to one another and the rollers 220ti and 220to attached to these sliding elements are also brought closer to one another, whereby the between them arranged wheel W 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 central shaft 213, a disk 223 is attached to which a gear sector 223a is attached. A shaft 211b on which a bracket or bracket 225 is rotatably mounted by means of two bearings 224 is arranged at a certain point on the base plate 211. The bracket 225 is therefore rotatable about the shaft 211b in a position above the base plate 211. In addition, an angle detector 226, preferably a rotation angle encoder, is attached to the bracket 225. On the rotatable shaft of the angle detector 226, a gear 226a is attached, which meshes with the gear sector 223 mentioned above. Each rotation of the central shaft 213 on the base plate 211 can thus be detected by the angle detector 226 via the disk 223, the gear wheel sector 223a and the gear wheel 226a. A spring 227 is arranged between a certain point of the bracket 225 and a certain point of the base plate 211, which tends to rotate the bracket 225 in the clockwise direction in FIG. 21 about the shaft 211b. The gear 226a is thus normally contained in engagement with the gear sector 223a by the restoring force of the spring 227, so that a state of engagement in a certain direction is always ensured. Although the central shaft 213, which represents the measurement object, and the detector 226 are coupled via a gear train, every rotation or change in angle of the central shaft 213 can be measured precisely at any time without the measurement being impaired by a disruptive backlash. Since the angle detector 226 is not directly coupled to the central shaft 213, the object to be measured, the dimensions of the device in the vertical direction can be kept to a minimum and the construction is also free, e.g. B. in terms of 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 then rotated by the roller assemblies 216 and 217 and thus also the central shaft 213 fixedly attached to the balance plate 214, the rotation of the central shaft 213 then being detected by the angle detector 226. The angle detector 226 detects in the example shown the toe angle of the wheel W. The wheel testing device 210 also includes a storage plate 230 which is fixedly attached to the frame 202 and is located above the central shaft 213 and the surrounding components. A plurality of balls 231, on which a floating plate 232 is supported, are arranged on the support plate 230. The plate 232 has a flat upper bearing surface to support a wheel W to be tested. Note that the floating plate 231 is not only freely translationally movable but also freely rotatable in a horizontal plane with respect to the bearing plate 230 fixedly attached to the frame 202. In the preferred embodiment, the storage plate 230 is provided with a retainer or cage to hold the balls 230 in a predetermined position. With reference to FIGS. 22 to 24, an embodiment of a fall measuring device for the wheel testing device 201 will now be explained in more detail. In the illustrated embodiment, the camber measuring device is formed integrally with the above-mentioned outer roller assembly 217 and it should be noted that the camber measuring device is actually attached to the horizontal bracket 217 c of the outer roller assembly 217. As FIGS. 22 to 24 show, two side walls 235 are attached to the upper side of the horizontal bracket 217c, which are spaced apart from one another by a predetermined distance, and a sensor shaft 236 extends horizontally between these two side walls 235. The sensor shaft 236 is rotatably attached by two bearings 236a the side walls 235 mounted. 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 220to inclined over corresponding roller holder 237. At the middle part of the sensor shaft 236, a sensor arm 238 is attached, which is essentially perpendicular to extends above. At the end of the sensor arm 238, a camber measuring roller 220c is rotatably mounted via a roller holder 238a. The roller 220c is rotatably supported by two bearings 221 on a shaft 222 which is fixedly attached to the roller holder 238a. The shaft 222 is parallel to the longitudinal axis of the sensor arm 238 so that the camber measuring roller 220c is normally held vertically. In the illustrated embodiment, the two outer track measuring rollers 220to, which can be brought into rolling contact with the lower part of the tire of a wheel W, and the camber measuring roller 220c, which can be brought into rolling contact with the upper part of the tire of the wheel W, supported by an integrally constructed roller assembly which includes sensor shaft 236, inclined brackets 237 and 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 220to and the tire of the wheel W. In this preferred construction, the rollers 220c and 220to come into rolling contact with the tire of the wheel W with high stability and improved balance. Another shaft 240 extends between the two side walls 235, which are fastened to the horizontal bracket 217c, and is rotatably supported on the side walls 235 by two bearings 240a. A bracket or bracket 241 is fixedly attached to the central part of the shaft 240, to which an angle detector 242, preferably a rotary encoder, is attached. The angle detector 242 has a rotatable shaft to which a gear 242a is attached. Another bracket or bracket 243 is firmly attached to the sensor shaft 236 and a gear sector 243a is attached to the distal end of the bracket 243. The gear sector 243a is held in engagement with the gear 242a of the angle detector 242, so that any rotation of the sensor shaft 236 can be detected by the angle detector 242. Since the angle detector 242 is not attached directly to the sensor shaft 236, the measurement object, there is also greater freedom here with regard to the construction. A spring 244 is arranged between the bracket 241 and the horizontal bracket 217c, which spring tends to rotate the bracket 241 in a predetermined direction about the shaft 240. Due to the restoring force of the spring 244, the gear sector 243a and the gear 242a are always kept in mesh with one another and disruptive play is thereby eliminated. On the base part of the horizontal bracket 217c, an upright post 217d is arranged between its tip and a predetermined position of the sensor arm 238 near the base part of which a spring 239 is arranged. This spring 239 is used to keep the sensor arm 238 inclined slightly outwards so that its upper end is sufficiently far outside in the rest position that the upper end of the sensor arm 238 or the rollers 220c do not come into contact with the body of the vehicle to be tested can come when this is driven into the present test system 201. If the sensor arm 238 is constructed in such a way that it assumes such a position by itself when at rest, 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 arranged, for example, with its frame 202 on the floor of a test station and provided with a pair of ramps 203 on both sides so that the vehicles to be tested can be driven onto the test system 201 from one end and removed again via the other end . On the frame 202 four wheel testing devices 210 are attached, front and rear right and left, of which only the floating tables 232 can be seen in FIG. The front two floating tables 232 are, as mentioned, arranged on a movable base plate 204 union. The four wheel testing devices 210 are connected via a cable 245 to a processing unit 246, which may contain a central processing unit (CPU) or the like. The various data, such as inclination or angle data, from the wheel testing 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 also be output to the processing unit 246, which printer supplies 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 input desired information, such as an identification number of the vehicle being examined. The inspection of the wheels of a vehicle can therefore be carried out quickly and accurately and almost completely automatically with the present wheel inspection system. The mode of operation of the present wheel testing system 201 will now be explained below with reference to FIGS. 26 to 28. As FIG. 26 shows, the present wheel testing system 201 includes the front and rear balancing or balancing devices 205, 206. The imaginary straight line connecting the centers of these balancing devices 205, 206 defines the reference center line G of the system 201. As described the movement of the front wheel test devices 210fr, 210fl transversely to the reference center line G is controlled by the front compensating device 205 and it is ensured that these test devices are always positioned transversely to the reference center line G symmetrically. This also applies to the two rear wheel test devices 210br and 210bl, which are coupled to one another via the rear compensation device 206. The distance C between the central shaft 213 of the front left wheel testing device 210fl and the reference center line G is therefore always kept equal to the distance D between the central shaft 213 of the front right wheel testing device 210fr and the reference center line G. As will be explained, when the wheels W are clamped in, the sum of C and D, i.e. C + D, is equal to the front wheel Tf, ie the center-to-center distance between the two front wheels of the tested vehicle. The same applies to the two rear wheels. The distances E and F between the respective central shafts 213 of the left and the right wheel testing device 210bl and 210br and the reference center line G are the same, so that the sum of E and F, ie E + F, is equal to the rear wheel was Tr, ie the distance between the two rear wheels calculated from center to center. In the two wheel testing devices 210, the inner and outer rollers 220ti and 220to are movable in a lateral direction symmetrically with respect to the central shaft 213, which in turn is rotatably mounted on the base plate 211. The rollers 220ti and 220to 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 220ti and 220to are all parallel to the reference center line G. FIG. 27 shows the present wheel testing system 201 in its waiting state after a vehicle V has just been driven into the system 201. The center line H of the vehicle V, which is defined as the straight line connecting the front and rear wheel track widths, 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 220ti and 220to, respectively, of the wheel test devices 210 are moved apart and the wheels of the vehicle V can therefore be easily inserted into the respective wheel test devices 210. After the vehicle V has been brought into the test position, the test system 201 is put into operation, the inner and the outer rollers 220ti and 220to of the wheel test devices 210 then being brought closer to one another and finally the associated wheel W being clamped between them. Since the wheels W rest on a floating table 232 when they are clamped, they are moved so that the center of each wheel is brought into alignment with the central shaft 213 of the associated wheel testing device 210. Since the corresponding lateral movement of the respective front or rear wheel W is transmitted by the associated balancing 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. Here, the wheels W are each shown parallel to the reference center line G, but in practice the front wheels Wfl, Wfr in particular 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 inclined with respect to the reference center line G if they have a certain track run. In the described state, the various wheel parameters, such as inclination or angle parameters including the toe and the camber, can now be determined with high accuracy. Fig. 29 shows a perspective view of a wheel testing device 210 'according to a further embodiment of the invention. The device according to FIG. 29 corresponds in many respects to the wheel testing device 210 described above and the same elements are therefore denoted by the same reference numerals. 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 device 210 described earlier, the two track measuring rollers 220to and the camber measuring rollers 220c were supported by an integral roller arrangement and the construction was designed so that these rollers 220to and 220c automatically come into contact with the corresponding side surface of the wheel W when they come to them be approximated. In the device 201 according to FIG. 29, the camber measuring roller 220c is functionally separated from the toe measuring rollers 220to and the camber measuring roller 220c can be operated 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 217c, and the actuating cylinder 249 is with its ends at the outer end of the horizontal lever 248 on the one hand and the sensor arm 238 attached on the other hand. A modification of the wheel testing device 210 described above is shown in FIGS. 30 and 31. In the wheel testing device 210 already described, the wheel W to be tested is arranged on the flat upper side of the floating table 232 and the wheel W is accordingly examined with the wheel W at rest or stationary. In the modified wheel test apparatus shown in Figs. 30 and 31, two rotatable bearing rollers are used in place of the floating table 232, and the wheel W to be tested is supported by these bearing rollers. In this modified construction, the wheel W can therefore be checked while it is rotating. The wheel testing device shown in FIGS. 30 and 31 is similar in many respects to the stationary wheel testing device according to FIGS. 19 and 20. However, the device according to FIGS. 30 and 31 differs from the latter mainly in that instead of the floating table with Two bearing rollers 252 can be used on the flat surface used to support the wheel. Otherwise the construction remains essentially the same. In the device according to FIGS. 30 and 31, the frame 202 is provided with two opposing projections 202c, on which a roller block 251 is supported by a ball bearing arrangement 250 arranged between it and the projections. The ball bearing assembly 250 includes a plurality of balls 250a and a cage 250b that holds the balls 250a in a predetermined arrangement. The roller block 250 is therefore translationally displaceable and also rotatable in a horizontal plane within predetermined limits by the balls 250a. 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 bearing rollers 252 are each supported at their ends by a bearing 251a, for example. In the illustrated embodiment, a stationary armature 252a is arranged in at least one of the bearing rollers 252a, which armature, together with a complementary motor structure within the bearing roller 252 acting as a rotor, forms an electric motor. The storage roller 252 provided with such a motor can thus be used to rotate the wheel seated on the storage rollers 252 in a desired direction. As described above, when rollers 220 are used as pressing members which are brought into contact with the opposite side surfaces of the wheel W to measure the toe and camber of the wheel W, no problem arises when the wheel W is used is set in rotation in this way. When the wheel is checked in this way while it is rotating, the dynamic behavior of the wheel can be examined while simulating the actual driving conditions, and additional parameters such as the amount of wheel flutter and the steering behavior of the wheel W can also be examined. In the embodiment described above, in which the wheel can be tested in rotation, an armature 252a is arranged in a bearing roller 252 in order to drive this bearing roller 252. The storage roller 252 can, however, also be driven by an external drive, such as a motor, via a coupling or a belt or another transmission, while the other storage roller is mounted freely rotatable about its axis. In an alternative construction, the bearing rollers 252 can be mounted freely rotatable about their axes and the wheel W mounted on the bearing rollers 252 can be set in rotation by a drive of the vehicle. The device shown in FIGS. 30 and 31 can be easily implemented by replacing the wheel support structure of the device according to FIGS. 16 to 24; the device shown in FIGS. 16 to 24 can therefore be converted extremely easily. The examples described above are not to be interpreted as restrictive and can be modified in the most varied of ways without going beyond the scope of the invention.

Claims (19)

1. Device for wheel testing with
a bearing device ( 232 ) for supporting a wheel (W) of a vehicle;
a roller arrangement ( 210 ) which contains a plurality of rollers ( 220 to, 220 ti) in order to clamp the wheel (W) resting on the storage device (232) from both sides, and
an angle detector device ( 226 ; 242 ),
characterized,
that the storage device (232 ) has a flat support surface for supporting the wheel (W) and
that the roller arrangement ( 210 ) is rotatable about a vertical axis ( 213 ) and a rotation about the axis by the angle detector device (226 ; 242 ) can be detected. 2. Apparatus according to claim 1, characterized in that the storage device ( 232 ) contains a floating table which is provided with the flat support surface. 3. Apparatus according to claim 2, characterized in that the floating table ( 232 ) is freely movable in a predetermined plane, both translationally and rotationally. 4. Apparatus according to claim 1, characterized in that the plurality of rollers contains two pairs of rollers ( 220 to, 220 ti), each of which can be brought into rolling contact with one of the opposite sides of the wheel (W). 5. Apparatus according to claim 1, characterized in that the angle detector device (226 ) detects a Spurwin angle of the wheel (W). 6. The device according to claim 1, characterized in that the plurality of rollers left and right rollers ( 220 to and 220 ti) for clamping the left and the right side of the wheel (W) resting on the storage device (232) by pressing of the rollers on the respective sides of the wheel, the left and right rollers being brought into contact with the left and right sides, respectively, of the wheel in an asymmetrical arrangement between left and right. 7. Apparatus according to claim 6, characterized in that the plurality of rollers contains two left rollers ( 220 to) and two right rollers ( 220 ti). 8. Apparatus according to claim 6, characterized in that the left rollers ( 220 to) are movably connected to the right rollers ( 220 ti) that a left distance (A) between a center of the left rollers ( 220 to) and a predetermined center position of the device is kept equal to a right distance (B) between a please of the right rollers ( 220 ti) and the predetermined center position. 9. Device according to one of claims 1 to 8, characterized by:
at least one upper pressure element ( 220 c) which can be brought into contact with an upper part of a side of the wheel (W);
at least one lower pressure element which is formed by at least one of the plurality of rollers ( 220 to, 220 ti) and which can be brought into contact with a lower part of said side of the wheel;
an arm ( 237 , 238 ) which carries the at least one upper pressure element and the at least one lower pressure element;
a support means ( 236 ) which pivots the arm so that the upper and lower pressure elements can be brought into contact with said side of the wheel or removed from this side, and
an angle detector device ( 242 ) for detecting an angle defined between the arm (237 , 238 ) and a predetermined reference line. 10. The device according to claim 9, characterized in that two of the lower pressure elements ( 220 to) are arranged spaced from one another in the circumferential direction of the wheel (W). 11. The device according to claim 9, characterized in that the upper and lower pressure elements ( 220 c, 220 to) can be brought into contact with upper and lower parts of a tire of the wheel (W). 12. The device according to claim 9, characterized in that the vertical distance of the point of contact between the upper pressure element ( 220 c) and said one side of the wheel (W) to the pivot axis ( 236 ) of the arm ( 237 , 238 ) is approximately three times the vertical distance of the point of contact between the lower pressure element ( 220 to) and the relevant side of the wheel to the pivot axis of the arm. 13. The apparatus according to claim 9, characterized in that the lower pressure element ( 220 to) also serves as a pressure element for track measurement. 14. Apparatus according to claim 9, characterized in that the upper pressure element ( 220 c) is also a roller. 15. Device according to one of claims 1 to 14, characterized by:
a rotatable shaft ( 213 ; 236 );
a first gear transmission element (gear sector 223 a; 243 a) which is fixedly connected to the rotatable shaft; a pivotable support ( 225 ; 241 ) for holding the angle detector means ( 226 ; 242 );
a second toothed gear element ( 226 a; 242 a) which is fixedly arranged on a rotatable shaft of the angle detector device ( 226 ; 242 ), and
a clamping device ( 227 ; 239 ) which biases the carrier ( 225 ; 241 ) for pivoting in a predetermined direction, so that the first and the second gear transmission element ( 223 a, 226 a; 243 a, 242 a) in a certain Direction are held in engagement with each other. 16. The device according to claim 15, characterized in that the tensioning device ( 227 ; 239 ) is a spring arranged between the carrier ( 225 ; 241 ) and a predetermined fixed point in the device. 17. The apparatus according to claim 15, characterized in that the angle detector device ( 226 ; 242 ) is a rotation angle encoder. 18. The apparatus according to claim 15, characterized in that the angle detector device ( 226 ) measures a toe angle of the wheel (W). 19. The apparatus according to claim 15, characterized in that the angle detector device ( 242 ) measures a camber angle of the wheel (W).