EP0584187A1 - Angle testing device and testing stand for testing parameters of a motor vehicle chassis - Google Patents

Abstract

An angle control device makes it possible to control the geometric parameters of the guided chassis of a motor vehicle. On the disc (28) of each guided wheel (1a, 1b) is fixed a fixing unit (30, 45) provided with at least one measuring bolt (31) connected by a ball joint at one end of a intermediate arm (33) pivoting about a vertical axis. The other end of the intermediate arm (33) is connected to one end of a measurement arm (35) pivoting about a vertical axis. The other end of the measuring arm (35) is connected to a support element (36) fixed in the horizontal direction relative to the ground. Generators (41, 42) of electrical signals proportional to the steering angle are arranged on the one hand between the intermediate arm (35) and the measuring arm (35), and on the other hand between the measuring arm ( 35) and the support element (36). In addition, the support element (36) is guided on a vertical duct (37) and the two elements movable with respect to one another are provided with an electronic generator (43) of signals proportional to their displacement. relative. The signal generators (41, 42, 43) are connected to the inputs of a computer (18). A test bench which allows the chassis of a motor vehicle to be checked comprises at least four crossbars (13) with independent suspension. In each crosspiece is driven at least one roller (4b, 5b, 6a, 7a). Each cross member (13) is suspended on four suspension elements (14) and each suspension element (14) is connected to an electronic generator of signals proportional to the traction in the suspension element (14) which is connected to the inputs d 'a computer (18). The invention also relates to the method which can be implemented by the device described and which makes it possible to control the anti-lock braking system (ABS) or the accelerating traction control system (ARS) of a motor vehicle.

Description

 description

Winkelprüfvorrichtunα and test bench for testing parameters of the drives of a motor vehicle

The invention relates to an angle testing device with which the geometric parameters of the steered drives of motor vehicles (camber, toe-in, spreading and caster) can be checked. It also relates to a test bench that can be used for the general - including the previous - test of the drives. Such a test bench has at least four independently suspended stools, one pair of rollers in each. The axes of each roller are arranged parallel to each other, and two of them are coaxial in the pair. In each stool, at least one roller is in drive connection with a power source.

It is known that the safety of the motor vehicle in traffic is checked regularly. First of all, the correct setting of the drives and the correct operation of the braking systems are checked. The toe-in and camber are generally checked for the steered drives. Numerous solutions have been developed for this.

The device, which can be recognized from patent specifications No. EP-0.315.888 or No. EP-0.317.839, can only be used to measure the wheel camber. It must be mounted on the bike so that it is concentric with it. On the bolt in its center is a pendulum angle knife, which works according to the electrical measuring principle and which continuously measures the wheel camber while the wheel is turning. The average of the measured values is the nominal value. A fundamental error of the device is that if the wheel is not steered precisely, the measurement will be inaccurate.

In the solution according to patent specification no. Hü-178.475 the toe-in is determined optically using the light beam of the light source placed parallel and horizontally on the wheels with its plane. This method cannot be used when measuring the toe-in. For this purpose, the device according to patent specification No. DE-29.35.899 can be used, in which the toe-in of the linkage mounted on the wheels is measured. Systems for which the camber and the toe-in are jointly tested are generally those in which the side of the wheel is touched by a multi-point sensor connection, optionally also provided with rollers, and the parameters sought are calculated from vertical and horizontal displacement of the sensor connection. Such a solution can be recognized from the patent descriptions, for example, No. US-4,443,951, No. US-4,679,327, No. EP-0.132,527, No. EP-0.199.913, No. EP-0.319.837.

To date, little has been devoted to the development of the systems for checking the spreading and wake. The best-known and classic measurement method is when such a device is mounted on the wheels which emits a light beam which is coaxial with the wheels and which is projected onto a screen. From the light curve copied during the control, the spread and the wake, with the comparison given by the factory or empirical curves can be inferred.

It can be seen from this statement that as long as the camber and the toe-in can be measured in an acceptable manner, the measurement of the spread and the caster can only be determined with approximately success.

They were also used to check the drive

Device and the method according to patent specification No. Hü-191.987 developed. However, these show a significant difference compared to the previous ones, namely they serve to check the actual tracking of the Motor vehicle and the setting of the drive as required, and contain so many pairs of rollers that each wheel of the motor vehicle can be placed on it at the same time. The effect of each wheel of the motor vehicle can thus be taken into account from the point of view of the path tracking.

Although this device shows the fact of the geometric errors, other measurements for determining the location and the size of the errors must also be carried out.

In addition to checking the control unit and tracking, checking the brakes and more recently the ABS system is just as important. In the currently known, most modern systems, e.g. can be recognized from the patent descriptions No. EP-0.246.345 or No. DE-24.15.094, each wheel of the motor vehicle is placed on a drum or roller, these are driven by the motor during the moment awakened by the motor is measured. With all bicycles, the measurement takes until the wheel does not slide. In the evaluation, the deviations between the wheels are regarded as the brake errors. It depends on the size of this deviation whether the motor vehicle is designated as suitable for traffic. This principle is wrong, the different ones

Braking effects are not necessarily the result of incorrect operation of the brakes. The currently known systems do not take the weight distribution of the motor vehicle into account in the designation. In the constructions mentioned, the rollers are also provided with a speed signal transmitter, so that the ABS system can also be tested with them.

The aim of the invention is therefore on the one hand to provide a device for testing the steered wheels which, in addition to the graphical representation, can also immediately digitally interpret each geometric parameter, and also for these tests as well also for checking the brake systems to ensure information regarding weight and related information.

The objectives of the invention include securing a method for testing the ABS system of the motor vehicle with which braking on roads with different friction factors can be simulated in such a way that the weight and the weight distribution of the motor vehicle are also taken into account. Finally, one of the objectives of the invention is a method with which the ASR system of the motor vehicle can also be tested (which system has not been tested at all with the motor vehicle diagnostic systems).

The object of the invention was achieved on the basis of the knowledge that if a connection is established between the wheel of the motor vehicle and a fixed point on the floor with the aid of a construction consisting of several arms and the angles between the arms, possibly the movement in the vertical direction be measured from this information, a precise value can be determined for all desired parameters of the wheel. It was also recognized that when the wheels of the motor vehicle are placed on roller stools of this type, which, compared to the possible arrangement of the wheel at the front and rear, or on both sides, are suspended as a whole in a square shape and connected to one another with force gauges, from the measurable forces geometric information or reliable information can also be determined for other tests.

A further finding of the invention is that if the motor driving the rollers is continuously regulated in such a way that the speed expresses the instantaneous speed which corresponds to the deceleration corresponding to the mass of the motor vehicle and the braking force, the moment being constant , with the various permanent moments set in advance Braking between the different road conditions can be simulated. Finally, this knowledge promoted the invention that braking on a sliding road can be simulated with the moment of a few rollers, and descent on a sliding road with the braking of other rollers.

The invention therefore relates to an angle testing device for testing the geometric parameters, the steered drives of the motor vehicles, which can be characterized in that a fastening unit provided with at least one measuring bolt, which measuring bolt, is fastened on at least one steered wheel of the drive Via a ball-and-socket joint or similar articulation device, which has two degrees of freedom and has two degrees of freedom, is connected to one end of a mediator arm which can be steered about a vertical axis, and the other end of the mediator arm is articulated with one end of one, about a vertical axis Steerable measuring arm is connected to a carrier element which is fixed in the horizontal direction in comparison to the ground, between the mediator arm and the measuring arm and between the measuring arm and the carrier element an electronic signal generator generating a signal proportional to the angular deflection is arranged, furthermore the kn ick device against the mediator arm or the measuring arm against the mediator arm or against the carrier element or even the carrier element is guided on a vertical line, the two elements which are displaceable relative to one another being provided with an electronic signal generator which generates a signal which is proportional to the displacement, and the signal transmitters are connected to the inputs of a computer.

In an advantageous embodiment of the angle testing device according to the invention, the kinematic center of the kink device arranged at the end of the measuring bolt is in the axis line of the wheel.

In a further advantageous embodiment The angle testing device according to the invention is the kinematic center of the buckling device arranged at the end of the measuring bolt outside the axis line of the wheel. The invention also relates to a test stand which is suitable for testing the drives of motor vehicles and has at least four independently suspended stools, in each stool with a pair of rollers, the axes of all the rollers are parallel to one another and two in a pair are coaxial, in each stool at least one roller is in drive connection with a power source, and the test bench can be characterized in that all stools hang on four suspension elements each, and each suspension element with one, one with that in the suspension element electrical signal generator generating wake-up force proportional signal is connected, which are connected to the input of a computer.

In an advantageous embodiment of the test stand according to the invention, the stools are encased by vertical lines with the axis of the rollers both in the parallel direction and perpendicularly thereon.

In a further advantageous embodiment of the test stand according to the invention, the stools are bound both parallel to the axis of the rollers and perpendicularly thereto with essentially horizontal swing arms.

In a third advantageous embodiment of the test stand according to the invention, an angle testing device is arranged at least next to a pair of stools.

In a fourth advantageous embodiment of the test stand according to the invention, a lifting mechanism which is synchronized with one another is arranged next to one of the front, inner or rear sides, or between the rollers of those stools, next to which an angle testing device is installed. In a fifth advantageous embodiment of the test stand according to the invention, the power source driving the roller is an electric motor, the stator or rotor of which is kinetically connected to the roller, while the other part of the electric motor is mounted on the stool and is prevented from rotating via a on the computer ¬ closed electrical dynamometer signal transmitter anchored, furthermore each support has a support roller, the axis of which is parallel to the axes of other rollers, is mounted on a lever frame, which lever frame with a vertical line or a horizontal axis connected to the stool or to its frame element and actuated by a lifting mechanism, the support rollers being arranged in the vicinity of the rollers on the same side of the rollers that are closer and / or further away from one another.

In a sixth advantageous embodiment of the test stand according to the invention, at least one, expediently the driven roller and the supporting roller are provided with an electrical tachometer signal transmitter in each stool, which are connected to the input of a computer.

In a seventh advantageous embodiment of the test stand according to the invention, the electric motor driving the roller is connected to an inverter which provides stepless speed control.

Finally, an advantageous embodiment of the test stand according to the invention has a further two stools, the rollers of which are coaxial in pairs and each is a roller which is coaxial and eccentric, or oval, or has a cam surface on its jacket, and with a power source providing stepless speed control or a gearbox providing stepless speed control driven by a power source with constant speed are in drive connection.

The invention also relates to a method Ren, with which the ARS system of the motor vehicle can be checked, the wheels of the motor vehicle are placed on rollers driven by an electric motor, a dynamometer signal transmitter being installed in the fastening of the electric motors, and the method can be characterized thereby that the vertical pressure forces which are excited by the wheels are measured before or after the motor vehicle is driven onto the rollers, then the rollers are rotated in accordance with a speed of the motor vehicle, and then when the motor vehicle is fully braked the rollers are driven Electric motors are continuously regulated in accordance with the deceleration of the motor vehicle, the set value of the torque depending on the weight of the motor vehicle and on the braking force, the torques of the electric motors first being at the appropriately maximum, which is proportional to the braking capacity of the given wheel Value, then per be te and / or lower value of the torque per wheel is set and held. Finally, the invention relates to

Method for testing the ARS system of a motor vehicle with which the steered wheels of the motor vehicle are placed on rollers driven by an electric motor, which method can be characterized in that one of the steered wheels is rotated by a roller while the other is rotated Wheels of the motor vehicle stop, then the driven wheels belonging to one axle are rotated, during which the other wheels are stationary. The invention is described below with the aid of a

Embodiments explained in more detail with reference to the accompanying drawings. Show it

FIGS. 1-2 - a basic variant of the angle testing device according to the invention in two views,

Figures 3-4 - another basic variant of the

Angle testing device in two 5, - the geometry of the angle test schematically, FIG. 6 - the test stand according to the invention in plan view,

7 - section I of FIG. 6,

8 - the part of FIG. 7 in bottom view,

Fig. 9 - the scheme of the invention

Part of the test stand, forces and dimensions,

Fig. 10 - the supplementary device of the test stand in plan view, Fig. 11 - section II of Fig. 10, Fig. 12 - the part shown in Fig. 11 in under

The disclosure of the invention begins with the description of the angle testing device, which can namely also be used as an independent motor vehicle diagnostic device. To measure the different angles which are characteristic of the steered drives, two basic variants are necessary, with which the spreading and caster can be checked, with which the camber and the toe-in can be checked. The basic variant shown in FIGS. 1-2 is put together to check the spread and the wake.

The left-hand front wheel 1b of the motor vehicle can be steered about the suspension pin center cb determined by the lower ball joint 26 and the upper ball joint 27.

A fastening unit 30 is fastened to the wheel disk 28 of the wheel 1b with claws 29. Such units are also used to test motor vehicle drives today, so their detailed description is unnecessary. From the point of view of this basic variant, it is essential that such a unit requires is loan that can be centralized. (In the embodiment described later, this is not necessary.)

A measuring bolt 31 is fastened to the fastening unit 30. The end of the measuring bolt 31 is connected to a mediator arm 33 by a kinking device 32. The buckling device 32 is designed such that it ensures the rotation in comparison to the measuring pin 31 about two axes perpendicular to one another. The ball joint shown in FIGS. 1-2 corresponds best to this task, but a universal joint would of course also correspond. The kinematic center Kb of the buckling device 32 is arranged in the axis line fb of the wheel 1b.

The mediator arm 33 is connected by means of a vertical axis joint at one end of a measuring arm 35, and the other end of the measuring arm 35 is connected to a carrier element 36, the vertical axis of which has a fixed position in relation to the floor.

The carrier element 36 is guided on a vertical line 37. The line 37 is a tube with a thoroughly machined surface, on which a support element 36 is adapted without play. The carrier element 36 consists of two concentric parts, one part of which can rotate together with the measuring arm 35, and the other part is fastened against rotation by the wedge track formed on the line 37.

A drum 38 with a horizontal axis is mounted on the upper part of the line 37. A steel cable 39 is repeatedly thrown over the drum 38, one end of which is attached to the carrier element 36 and a counterweight is arranged at the other end within the line 37. The mass of the counterweight is selected so that it maintains balance with the total mass of the carrier element 36, the measuring arm 35, the joint 34, the mediator arm 33 and the articulation device 32. In this way, only the minimum force required to force the friction is required for the vertical movement of the listed construction part. tig, and the clamping is avoidable despite the relatively low 2 / D ratio.

It is known that the angle values sought can only be calculated in several steps from the results obtained indirectly. It is advisable to leave the task to a computer. Therefore, a signal transmitter 41 was built on the joint 34, a signal transmitter 42 on the support element 36, and a signal transmitter 43 on the drum 38. With regard to their design, these are incremental electrical angle encoders, ie they generate a signal proportional to the angle rotation. However, since the rotation of the drum 38 is proportional to the vertical movement of the carrier element 36, the signal of the signal generator 43 is also proportional to the movement of the carrier element 36. The signal generators 41, 42 and 43 are connected to the input of a computer 18.

The device composed of the measuring pin 31, the bending device 32, the mediator arm 33, the joint 34, the measuring arm 35, the support element 36, the line 37, the drum 38, the steel cable 39, the signal transmitters 41-43 is the angle testing device 40.

It should be noted here that, from different technical considerations, other construction designs are also conceivable and other signal transmitters can also be used.

FIGS. 3-4 show the angle test device 40 which has been put together for checking the wheel camber and the toe-in and which does not deviate from the device described above at all. In the compilation, the position of the measuring bolt 31 alone is different.

Here, a fastening unit is fastened to the wheel disk 28 of the wheel 1b, in which the kinematic center Kb of the micrometer 31 and thus the buckling device 32 is eccentrically fastened in comparison to the axis fb of the wheel 1b.

Before describing the specific measurement, the geometric results serving as the basis for the measurement are weighings announced.

5, the motor vehicle with its wheels la, lb, 2a, 2b is in a coordinate system x, y_, z. arranged where the axis y. the parallel with the longitudinal axis of the motor vehicle, the axis z. is the vertical axis, and finally the axis x is selected such that it passes over the center of rotation of the carrier elements 36 of the angle test device 40 which is fixedly arranged for the measurement. The actual position of the zero point 0 of the coordinate system x, y_, z. has no meaning, in FIG. 5 the distance xta or xtb of the two carrier elements 26 are the same.

It is easy to see that knowing the length m of the measuring arm 35, the length k of the mediator arm 33, the angle m enclosed by the measuring arm 35 with the axis x and the angle ψ k included with the mediator arm 33, the coordinates xb, yjb of the kinematic center Kb of the buckling device 32 arranged at the end of the measuring bolt 31 can be calculated as follows: xb = xtb - m • cos m - k • cos (180 ° -im -C ^ k) yb = m • sin (? m - k • sin (180 ° - (öm - Wk.) The signal generator 43 generates the coordinate, for example, in an immediate manner.

Since the measuring pin 31 is rigidly connected to the wheel 1b, the kinematic center point Kb accurately reproduces any movement of the wheel 1b.

The measurement of the individual angles is carried out as follows.

For checking the spreading and caster, the angle test device 40 is mounted according to FIGS. 1-2, that is to say a fastening unit 30 is fastened to the wheel disk 28, on which the measuring bolt 31 lies in the axis fb of the wheel 1b. For the measurement, the wheel 1b - in the manner shown in FIG. 1 - is raised with the elevator 44 arranged in the vicinity of the suspension pin axis line cb in such a way that it does not even touch the ground in the deflected state. Thereby the error is eliminated, which would cause the movement of the base point of the wheel 1b and the downward and upward movement of the body when deflected.

The right-hand front wheel jLa is prepared in a similar manner for the measurement. (This was not shown separately, because it is easy to understand based on the previous description.)

Then the coordinates xb, yb, zb of the kinematic center Kb are determined, the wheel lb is deflected forwards and backwards and the coordinates xbl, y_bl, zbl of the deflected position Kbl and the coordinates xb2, yb2, zb2 of the Location Kb2 determined.

The kinematic center Kb with its basis and with the position Kbl and Kb2 determine the plane of rotation in which the axis fb of the wheel 1b rotates. Since the kinematic center Kb moves on an arc that is located in this plane of rotation, the bisecting normal determines the basis of the kinematic center Kb and the position Kbl, or the position Kb2, the point of intersection Mb where the axis fb and cut the suspension bolt axis line cb.

Then the angle βb of the spread and the angle <b of the wake can be determined as follows. The angle ßb of the spread is the cbx by the projection cbx falling on the plane XZ of the suspension bolt axis line cb with the axis z _. included angle, and the angle <T b of the caster is the angle included by the projection cby of the suspension bolt axis line cb with the axis z falling on the plane YZ.

The solution can be found using the following two formulas:

(zb - zbl) = (xb - xbl) (zb - zb2) = (xb - xb2) -1 - + (yb - yb2) tgßb tg ^* b

Only ßb and < _j b are unknown in the formulas, so that is Solving only a math problem.

The information relating to the wheel 1 a can also be determined in a similar manner. From the description it can be seen that for

Measurement the motor vehicle are not oriented to the fixed angle test devices 40. The. is possible because the intersection Mb formed by the axis fb of the wheel 1b with the suspension bolt axis line cb and the intersection Ma formed by the axis fa of the wheel 1a with the suspension bolt axis line ca jointly on the one hand that of the front drive with the angle x included in the angle, and on the other hand determine the possible asymmetry between the angle test devices 40. With this information, the measured values can be corrected, so the computer 18 will determine the true values.

The camber and the toe-in are checked according to FIGS. 3-4, which means that the fastening unit 45 is now fastened on the wheel disk 28. Here, the measuring bolt 31 is eccentric in comparison to the axis fb of the wheel 1b.

For the measurement, the wheel 1b is placed on the pair of rollers 46, rotated and just steered. The just steered wheel 1b is rotated further, the kinematic center Kb will rotate in the plane parallel to the plane of rotation of the wheel 1b.

During the rotation, the coordinates of the kinematic center Kb are determined such that the value zbmax and the associated value zbzmax, the value zbmin and the associated value zbzmin, the value ybmax and the associated value ybyma, furthermore the value ybmin and the associated value vbvmin to be selected. The camber and the toe-in can be calculated from these values as follows. The angle from the camber: ab = arctg xbzmax - xbz in zbmax - zbmin

The angle ^ b of the toe-in:

C b = arctg xbvmax - xbvmin ybmax - ybmin

The toe-in value expressed in mm can be calculated from the angle jo. The pair of rollers 46 used for measurement will be described in detail later.

The camber and toe-in of the .la wheel can be checked in a similar way.

The use of the angle test device 40 described here enables the measurement, or also the test, of such a parameter of the drives which has not been tested at all so far. This is the Ackermann curve of the steered drive.

It is known that the axes of the deflected wheels and the axis of the rigid drive ideally intersect at a single point. This point should move along during the deflection of the axis line of the stiff running gear, but this cannot be achieved due to the trapezoid of limited dimensions, it can only be approximated. The curve described by the intersection of the axes of the steered wheels is the Ackermann curve.

From the point of view of checking the Ackermann curve, the projection of the axes fa of the wheel la and the axis fb of the wheel lb falling on the plane XY should be taken into account. During the deflection, these twist around the intersection points Ma and Mb.

With the determination of the intersection points Ma, Mb, the position of the front drive of the motor vehicle within the coordinate system xy_ can be designated, and the position of the rear drive can also be designated with knowledge of the center distance. Even without math It can be seen that, in the possession of this information, the respective intersection of the projection of the axes fa and fb falling on the plane XY can be continuously calculated, the Ackermann curve can be described, and its deviation in comparison to the axis line of the rear Drive can be determined.

In addition to the two basic variants disclosed, two different fastening units were used, between which the only difference was the position of the measuring bolt. The task can of course also be solved with a fastening unit if e.g. a concentric and also an eccentric measuring bolt can be arranged at the same time. The problem can also be solved if two nests are formed on the fastening unit and the measuring bolt is arranged in the appropriate position for the different measurements.

Finally, such a fastening unit can also be designed, in which the measuring bolt can be switched over to the given measurement »

It can be seen that the one auxiliary device of the angle testing device according to the invention is the pair of rollers. It could also be seen that some essential parameters can only be checked in a complicated manner, in the case of the Ackermann curve only with the use of nominal data. These significantly increase the possibility of errors in the measurement. The test stand according to the invention provides a complex solution to the problems that arise with these measurements.

The test bench shown in FIG. 6 was designed to carry out several test tasks. It is suitable for geometrical testing of the drives, for testing the brakes and the ABS system. The partial solutions required for this will be announced separately. With further partial solutions, not described here, the test stand can also be used, for example, to check the correct directional orientation of the drives, to check the steering construction, the output, etc. are made suitable. These do not form the subject of the invention, so they are not described. The basic structure of the test stand according to the invention can be seen in FIGS. 6-8.

The front wheels la, lb of the motor vehicle shown only with its wheels la, lb, 2a, 2b stand on the pair of rollers 4 consisting of rollers 4a, 4b, or pair of rollers 5 consisting of rollers 5a, 5b, and the rear wheels 2a, 2b on the roller pair 6 consisting of rollers 6a, 6b and rollers 7a, 7b consisting of the roller pair 7. The roller pair 4 is in a frame element 8a, the roller pair in a frame element 8b, the roller pair 6 in a frame element 9a, the roller pair 7 arranged in a frame element 9b. The frame elements 8a and 8b are connected by a bridge 8, the frame elements 9a and 9b by a bridge 9.

The frame elements 8a-8b, and 9a-9b can be moved by means of wheels on rails 11 and 12 arranged on both sides of a mounting pit 10. In this way, they can be set according to the respective axis spacing. (To do this, it would be sufficient to move only one, but the training shown enables the motor vehicle to continuously drive through the measuring station.)

Since the pairs of rollers 4-7 are approximately the same in terms of their main design, or the front is the mirror image of the front one, the right-hand side is only the mirror image, it is sufficient to describe only one.

The built-in pair of rollers 5 can be seen from FIGS. 7 and 8. The axis 17a of the roller 5a and the axis 17b of the roller 5b are mounted in a frame-like stool 13. The stool 13 is suspended with the suspension elements 14 on the trestles 15 formed on the frame element 8b. The suspension elements 14 are long screws of high strength which go through the stool 13 are passed through, and are connected to the signal transmitters 16 attached to the lower part of the stool 13.

The signal transmitters 16 are electrical dynamometer signal transmitters which, on the basis of the assembly described, generate signals which are proportional to the tensile force which arises in the suspension element 14. The signal transmitters 16 are each connected to an input of the computer. The stool 13 is with swing arms 19 both in

Attached longitudinally as well as transversely to the frame element 8b. Depending on the type and principle of the measurement task, these can also be e.g. be provided with dynamometer signal transmitters. With the elements of the test stand 3 according to the invention now described, basic information can be determined in the manner shown in FIG. 9.

In FIG. 9, the wheels of the motor vehicle are represented by the vectors of the compressive force Fla, Flb, F2a, F2b, and the pairs of rollers 4-7 by the vectors of the force F4al, F4a2, F4bl, F4b2 in the suspension elements carrying them , F5al, F5a2, F5bl, F5b2, F6al, F6a2, F6bl, F6b2 and F7a2, F7bl, F7b2. First, it can be determined immediately that the pressure force generated by the individual wheels is the same as the sum of the forces arising in the suspension elements of the stool carrying the wheels, and because the sum of the pressure forces generated by the wheels is equal to the weight of the motor vehicle , the force awakening in all suspension elements also gives the weight of the motor vehicle. So:

Fla = F4al + F4a2 + F4bl + F4b2

Flb = F5al + F5a2 + F5bl + F5b2 F2a = F6al + F6a2 + F6bl + F6b2

F2b = F7al + F7a2 + F7bl + F7b2 and F = Fla + Flb + F2a + F2b where F is the weight of the motor vehicle. Second, it can be determined whether the theoretical axis line of the front or rear running gear of the motor vehicle are parallel to one another. Its train of thought is as follows:

If the theoretical axis line of the front and rear drives of the motor vehicle are parallel to one another and the motor vehicle is ideally on the roller pairs 4-7, that is to say the theoretical axis lines of the drives are parallel to the axis lines of the roller pairs 4-7, and the axial distance of the motor vehicle determined by this determined axial distance is the same for the individual pairs of rollers as the sum of the forces arising in the front suspensions with the sum of the forces arising in the rear suspensions. So:

F4al + F4a2 = F4bl + F4b2

F5al + F5a2 = F5bl + F5b2

F6al + F6a2 = F6bl + F6b2 F7al + F7a2 = F7bl + F7b2

If any drive is not in an ideal position compared to the motor vehicle, the ratio of the forces in the suspensions of the footstool located underneath changes. For example, if this deviation is reported on the right-hand front wheel, the sum of the forces arising in the front and rear suspension elements will not be the same, that is:

F4al + F4a2 F4bl + F4b2 Since in each pair of rollers the longitudinal distance yg between the suspension elements is the same, the distance y_4 between the line of action of the pressure force Fla of the right-hand front wheel and the rear suspension elements can be determined from the forces with known calculation become. The distances yj>, y_6 and y_7 can be determined in a similar manner for the other wheels.

If the on both sides of the motor vehicle In this way calculated distances are equal to each other, that is: y4 = y5 and y6 = y7 which only means that the theoretical axis line of the front and rear drive are parallel to each other, only the axis distance between the stools was not set exactly to the axis distance of the motor vehicle . However, if the distance measured on both sides is not the same for the front and rear drives, this means: y4 ^ £ y5 and y6 = y7 or from which it follows clearly that the theoretical axis line of the front and rear drives are not parallel to each other.

Since the transverse distance xg between the suspension elements of the roller pairs 4-7 is also the same, the position of the given wheel can be determined from the sum of the forces arising in the right-side suspension elements of the individual roller pairs and from the sum of the forces arising in the left-side suspension elements the right-hand and left-hand suspension elements can be determined, e.g. with the distance x4, x5., 6, x7, which is measured from the inner suspension elements which are close to the longitudinal axis of the device, can be expressed. From these and from the distance c between the inner suspension elements, the front track width nl and the rear track width n2. are calculated as follows: x4 + c + x5 = nl x6 + c + x7 = n2

It can also be determined whether the by the bisection point of the front drives and the

Halving point of the rear drives certain straight line is parallel with the direction of the linear progress of the motor vehicle. If the difference between the distances on the side x4 and x6, still x5. and x7 is equal, the two halving points are in an ideal position. Incidentally, the differences mentioned are half the difference n between the front track width nl and the rear track width n2. equal. In an ideal position: x4 - x6 = x5 - x7 and abs.Value / x4 - x6 / = abs.Value / x5 -x7 / = ΔlL_

2 where

Δn = abs.Vert / nl - n2 / From the short description it can be seen that numerous essential weight data and geometrical data can be obtained with the motor vehicle with a single measurement. This is also valuable information in itself and can also be important additional information for further qualifications. Some partial solutions give an example.

It can be seen from FIGS. 7-8 that the structure of the test stand is considerably more complicated in comparison to the design required for the weight measurement described so far. Above all, one is out of the roller pairs 4-7

Roller driven. For reasons to be described later, the roller pairs 4 and 5 have the rollers 4b and 5b, and the roller pairs 6 and 7 the rollers 6a and 7a have a drive. Returning to FIGS. 7-8: the roller 5b is driven, the power source is the drum motor arranged therein. The drum motor is an asynchronous motor, in which the usual stator with the casing of the roller 5b is built in one part, whereas the usual rotor is fastened with the axis. If the test stand 3 designed in this way is provided with such (not shown) dynamometer signal transmitters, which can measure the forces acting on the roller pairs 4-7 in the axial direction, one can use the Test bench 3 check the tracking of the motor vehicle. This possibility has been described in detail in the patent description HU-191.987 mentioned in the state of the art, so there is no need for its detailed publication.

The test stand 3 can be provided with the angle testing device 40 according to the invention in the manner shown in FIG. 6. Now only the fastening unit 45 to which the measuring bolt 31 is fastened in an eccentric manner is necessary.

The test of the wheel camber and the toe-in is carried out on the test stand 3 with the angle testing device 40 as already described. Here, the measurement should originally also be carried out with the eccentrically arranged measuring pin 31. At the same time, it could be seen from the earlier announcement that if the motor vehicle is at an angle to the coordinate system xyz, this should be corrected when checking the spreading and caster, or when recording the Ackermann curve, but for this purpose the axle of the front drives with two points of the same height (with the intersection points Ma and Mb according to FIG. 5) is to be fixed. This is not possible with measuring pins 31 of an eccentric arrangement.

The test bench 3 solves this problem with the weight measuring principle which has already been disclosed.

The actual base point of the wheel la and lb can be set on test stand 3. These base points also determine the arrangement of the front drive, like the intersection points Ma, Mb. Then the possible angular deflection of the front drive measured by the axis x can be taken into account in the correction. Since the kinematic center points Ka or Kb will move independently of the arrangement of the measuring pin 31 on a circular path, the plane of which is perpendicular to the suspension pin axis line ca or cb, and their center point is located on these lines the position of the suspension bolt axis line ca and cb in the coordinate system xyz are determined in the manner already known, the possible correction leads to a value which is equal to the value which can be achieved with the basic variant.

From the point of view of determining the Ackermann curve, further refinement can be achieved with test stand 3. As already mentioned, when bending in, it is ideal if the axes of the steered and rigid wheels intersect at one point. Not only should the front drive be set correctly, but the rear drive should also be in an ideal position. The test stand 3 also offers the possibility, namely that it also uses the weight measurement method to determine the position of the rear drive fixed by the wheels 2a, 2b in an accurate manner, and also the axis distance and the angular deflection between the front and rear drives. The use of the angle test device 40 still requires the front drive to be raised. This can also be carried out in the manner shown in FIG. 1, from the point of view of the measurement accuracy, however, it is more expedient to ensure the elevation with the appropriate design of the test stand 3.

In the embodiment according to FIGS. 7-8, a lifting mechanism 47 is arranged between the rollers 5a, 5b.

The elevator 47 is formed like a threaded spindle and is actuated by a worm gear 51. The elevator 47 has an elongated lifting foot 48 which is itself fastened in an adjustable manner. In FIG. 7 it can be seen that the lifting foot 48 rotates through 90 ° after it has risen over the rollers 5a, 5b. This is ensured by the control path 50 arranged on the sleeve 49 surrounding the threaded spindle of the lifting mechanism 48.

The elevator 47 is built on a carriage 55. The carriage 55 can be moved with its wheels 57 on the rails attached to the lower part of the frame element 8b become. The movement is carried out by a traction shaft 58 designed as a threaded spindle, which is mounted on the frame element 8b and is suspended on the screw nuts fastened in the carriage 55. The pull axis 58 is driven by an electric motor 60 with the aid of a gear 59.

The worm gear 51 of the elevator 47 is driven by an actuation axis 52. The actuation axis 52 is also mounted on the frame element 8b. With regard to its design, the actuation axis 52 - in the manner known in machine tools - is designed with longitudinal keyways or ribs, so that power transmission is ensured despite the movement of the carriage 55. The power source is an electric motor 54, which transmits the torque to the actuation axis 52 through the gear 53.

It can be seen from FIG. 8 that the actuation axis 52 continues in the direction of the frame element 8a, not shown. With regard to its design, the frame element 8a is - as already pointed out - the mirror image of the frame element 8b. In this way, the actuation axis 52 ensures the synchronized lifting of the wheel 1a and 1b. The operation of the elevator 47 does not require a detailed description. It is essential that after the computer 18 has determined the side-facing arrangement of the wheels 1a and 1b, the two-sided lifting mechanisms 47 are moved in such a way that they are symmetrical in comparison to the actual longitudinal axis of the motor vehicle and are arranged closer to the wheels 1a and 1b . The last-mentioned requirement can be met in such a way that the required distances for each motor vehicle type can be fed into the memory of the computer 18. The lifting height of the individual motor vehicle types can also be fed. If this is not available, the increase should be carried out in such a way that after the signal in frame element 8a, 8b arranged signal transmitter 16 is reduced to zero, the wheel la, lb are raised by a further 40-50 mm.

The checking of the geometric parameters of the front drive is started in such a way that the driven rollers of the roller pairs 4-7 are rotated and the motor vehicle is being steered so that there is no lateral movement. Now the roller pairs 4-7 are stopped and the coordinates of the base points represented by the pressure forces Fla, Flb, F2a, F2b are determined.

The geometric parameters can then be checked in the known manner with the rotation of the pair of rollers 4, 5 or with the lifting of the wheel 1a, 1b.

The test bench 3 is also suitable for testing the braking effect and the ABS system.

For this purpose - with reference to Figures 7-8 - the axis 17b of the drum motor driving the roller 5b is rotatably mounted on the stool 13. On the axis 17b, an arm 61 is secured against rotation, the end of which is attached to a signal transmitter 63 by means of a pull-slide connecting rod 62. The signal generator 63 is an electrical dynamometer signal generator which is attached to the stool 13 and connected to the input of the computer 18. A speed signal transmitter 64 is also built on the roller 5b and is likewise connected to the input of the computer 18.

A support roller 65 is arranged on the upper part of the frame element 8b on the side of the roller 5b. The axis of the support roller 65 is parallel to the axis of the roller 5a, 5b and is mounted on a lifting frame 66. The lifting frame 66 is rotatably attached to the frame element 8b with the axis 67. In the retired position, the lifting frame 66 rests on the frame element 8b. It is covered with a plate at the top so that the motor vehicle can drive to test stand 3 in a smooth manner. A lifting mechanism 68, which is driven by a power source 69, in this case by an electric motor, is arranged on the frame element 8b below the lifting frame 66. The elevator 68 is connected to the lifting frame 66 by rods.

The support roller 65 is also provided with a speed signal generator 70 which is connected to the input of the computer 18. The partial solution announced above is to be used as follows.

After the motor vehicle has placed itself on the test stand 3, the support rollers 65 are raised until they touch the wheels 1a, 1b, 2a, 2b. The braking force can then be checked. This is carried out essentially in a conventional manner, but after the test stand 3 also detects the pressure forces Fla, Flb, F2a, F2b which arise in the case of the wheels la, lb, 2a, 2b, can also be aware of the friction between the test stand 3 and the motor vehicle the ratio between the actual braking force and the theoretically calculable braking force can be determined.

In order that the possible sliding between the wheels and the rollers does not damage the tire, the computer stops the measurement when the signal of the speed signal generator 64 arranged on the driven rollers and of the speed signal generator 70 arranged on the support rollers closes begin to deviate.

The measurement can be further refined as follows.

From an assumed deceleration value and from the actually measurable mass of the motor vehicle, that force can be calculated which causes the pitching movement of the motor vehicle that occurs during braking. It is customary to take this effect into account when designing the braking system of the motor vehicles, for this reason more effective brakes are built in the front drive than in the rear drive. After calculating the force causing this, the pitching effect can be simulated in such a way that a vertically oriented additional load is applied to the front drive with a corresponding device, that is to say the front drive is depressed or pulled down.

It is known that when testing the braking force, the motor vehicle is inclined to swing forward and backward. This can be eliminated so that the support rollers and the driven rollers in the front frame element 8a, 8b and in the rear frame element 9a, 9b are arranged in reverse order, i.e. the frame element 8a is the mirror image of the frame element 9a, and the frame element 8b is the mirror image of the Frame element 9b is. Accordingly - as can be deduced from FIG. 1 - the wheels la, lb are supported from the rear, the wheels 2a, 2b from the front. In this way, the measuring accuracy can also be increased by the fact that by removing the front and rear bolsters 13 from one another in comparison to the measured center distance, the wheels can pass over the roller carrying out the measurement, thus perfectly simulating the behavior of the motor vehicle on the road.

It should be noted here that the device used to raise the wheels is not currently mounted on the rear frame elements 9a, 9b, since this is only necessary for checking the steered drive. This device is of course also required in motor vehicles with all-wheel steering. The stepless speed control of the driven rollers is to be ensured so that the ABS system can also be tested with test stand 3. This can be achieved with the use of such a gear, or with the speed control of the electric motor. In the test stand 3 now described, the last-mentioned solution was used. The drum motor is an asynchronous motor that receives the supply voltage from an inverter. After the braking force test has been completed, the ABS system is tested as follows.

As is known, the ABS system of the motor vehicle intervenes in the operation of the braking system so that the motor vehicle can stop on the shortest braking distance without the wheels slipping. For this purpose, the ABS system checks whether the angular deceleration of the wheels is not greater than permitted when braking, whether the angular deceleration of the four wheels is the same, and whether the braking torque is the greatest corresponding to the road conditions. The mode of intervention is the provisional reduction in the braking force of the braking system of the given wheel, so the angular deceleration of the wheels until the motor vehicle has completely stopped will show an irregularly damping vibration.

The angular deceleration of the wheels can also be measured with the roller touching the wheel. For the measurement, only the driven rollers 4b, 5b, 6a, 7a are accelerated in such a way that their peripheral speed is 50 km / h. (This is a value which can be used in the case of passenger cars, the production of such a speed would be extremely expensive in the case of buses, so it is expedient to compromise. In truth, it would be ideal if the maximum speed achievable with the given motor vehicle could be generated , but this was not done during the construction of the actually implemented test bench.) If the peripheral speed is the mentioned

If the value of 50 km / h is reached, an emergency braking state is generated when the brake pedal is fully depressed.

After that, the rollers driven by the inverter are only regulated to the torque that corresponds to the previously determined maximum braking force.

(The ABS system should of course be switched off to measure the braking force described above The moment thus regulated shows precisely the state where there is no slipping between the wheel and the roller and will not even occur. (In truth there is a certain slip, it is even desirable.)

During braking, the motor vehicle is walking at any speed yj. and any delay aj _. away. The wheels rotate at a speed yk, which can be lower than the speed yj, and also the speeds yj, as a result of the slipping mentioned. of the individual wheels can be different.

Of course, the motor vehicle does not move on the test bench, but the simulated speed can be calculated because the braking force Ff, the weight F of the motor vehicle (from this the mass j) and the initial speed yi before braking are known. (In our case, this is the set value of 50 km / h.) From these values: vj = vi - jaj dt and aj = ∑Ef mj The speed yj. further calculations are therefore available.

The slip sk of the wheels can be calculated from the calculated speed yj and the measured speed yk, namely sk = ^v 1 - vfc j

The braking force F_f acting on the wheels is in fact limited by the friction factor between the wheels and the road surface. The maximum braking force Ffmax is therefore:

Ffmax = μ • FK where μ is the friction factor and FK is the pressure force (Fla, Flb, F2a, F2b) of the given wheel. The friction factor Tor _Ü changes in the function of the sliding of the wheels.

With ideal braking, the force Fu between the wheel and the road surface is: Fu = Ffmax.

If the force Fp_ between the brake shoe and the wheel is less than the force Fu, the road surface accelerates the wheel, in the opposite case it decelerates the wheel. The speed yk of the wheel can at most be limited to the speed yj. accelerate, then the condition occurs

Fu = Fp on until the wheel does not slip again.

Since the friction factor between the rollers and the wheels on the test bench is greater than what actually occurs, there will be no slippage here. The sliding out is simulated by using the above information with the aid of the inverter to regulate the driven rollers in such a way that their rotational speed is reduced accordingly in addition to the desired constant torque. For the ABS system, this means real circumstances.

During the measurement, when the ABS system reduces the braking effect, the driven rollers accelerate until the braking effect does not increase again. The speed changes can be plotted with the continuous registration of the signal from the speed signal generators 70, where the time is recorded on the horizontal axis and either the speed or the speed is recorded on the vertical axis. From this information, the braking distance L can be calculated as a characteristic of the effectiveness of braking, as follows: In addition to the registration of the speed, the force that can be calculated from the force represented by the signal from the signal transmitter 63 on the basis of the translations is The force Fg of the driven rollers 4b, 5b, 6a, 7a is continuously recorded, from which another comparison parameter, which can be calculated based on the total braking force tt, the average braking force Fa per wheel: Fä =) Fg dt tt From the percentage Deviation of the average braking forces belonging to the right-hand and left-hand wheels can be deduced from the lateral forces that occur during braking.

With the registration of the force Fg, it can also be determined whether the ABS system fully utilizes the braking torque (available) that can be calculated from all circumstances. It is evident that the actual torque and the torque set in advance would only be the same apart from the ideal braking effect and angular deceleration. However, if the ABS system reduces the braking force on any wheel, the wheel will not load the roller with complete torque. The moment decreases until the wheel accelerates. It may also happen that during a faulty operation of the ABS system, the actual braking torque of any wheel does not reach the torque set with the inverter.

As a result of the wheels sliding out, their lateral liability is reduced, and consequently the steerability of the motor vehicle. For this reason, the average slip sa, which can be calculated using the formula sa = j ^sk dt tt, is a good assessment parameter.

The measurement announced above is suitable to find out whether the ABS system eliminates the locking of the wheels on dry roads. From the derivation it could be seen that the one acting on the individual wheels

Braking force has a determining role, so it is necessary to take into account the weight distribution of the motor vehicle. This was done now because it was already taken into account when measuring the braking force, so the set moments were also proportional to the weight distribution.

It is therefore evident that this measurement can be carried out with a relatively lower set torque, but the relationship should be maintained, just as in the following measurements. Then a sliding road is simulated.

For this purpose, the torque of the driven roller is reduced, that is to say its slip is increased to a value which corresponds to the friction between the motor vehicle and the icy road. In the series of measurements, the torque is first reduced on one side, then on the other side, then for each wheel, and finally for all wheels.

Testing the ARS system of the motor vehicle is much simpler.

As is known, the ARS system has the task of preventing the wheels from being thrown out - especially when driving downhill. The type of intervention can be two depending on the design of the motor vehicle. If an equalization lock is available, it is activated by the ARS system; if there is none, the spinning wheel is braked. If both articulated wheels spin out, the engine speed is reduced and at the same time a light or sound signal is generated.

The test of the ARS system can be carried out as follows using the test stand according to the invention.

The one driven wheel, for example in a front-driven motor vehicle the left-hand front wheel 1b is rotated with the roller 5b. The other rollers 4b, 6a, 7a are left at a standstill. The ARS system will assess that the wheel has been thrown out, so it will either brake or close the differential. In the one case it decreases the speed of the rotating roller 5b, in the other case the wheel la and thus the roller 4b begin to rotate.

Then the measurement is repeated for the driven wheel on the other side, in this case with the wheel la.

Finally, the measurement is also carried out in such a way that both driven wheels 1a, 1b with the rollers 4b, 5b located underneath are rotated such that the rollers 6a, 7a remain stationary. The ARS system now generates the warning signal regarding the sliding road. (That is sufficient, the reduction of the engine speed is difficult to check when the engine is stopped.) In connection with the check of the ARS system, it should be emphasized that the engine of the motor vehicle does not run, of course. Because of the internal friction, it is irrelevant whether or not the change-speed gear is switched in step. The test bench 3 can also be used with another

Partial solution can be supplemented.

FIGS. 10-12 show the device 20 in which the mounting pit 10 consists of pairs of rollers 21 and 22 arranged on two sides, in which the axes of the rollers 21a, 21b, 22a, 22b are parallel to one another and on the corresponding rollers 21a, 22a and 21b, 22b are coaxial with the two sides of the assembly pit 10.

The pairs of rollers 21 and 22 have completely the same design, so it is sufficient to describe one in detail.

The axis 17a of the roller 21a and the axis 17b of the roller 21b are mounted in a stool 13 - already described. The stool 13 is suspended at its four corners by means of suspension elements 14 and trestles 15 attached to the frame-like frame element 23. The suspension elements 14 are through the signal generator 16 to the Stool 13 bound. In the interior of the frame element 23, vertically directed lines 24 are fastened, which take the stool 13 in the longitudinal and transverse directions against movement. The frame element 23 is lowered into the floor.

The roller 12 is driven by the rollers with the drum motor already mentioned. The drum motor is designed so that its speed can be regulated continuously by means of an inverter. Two cam surfaces 25 are formed on the jacket of the roller 21b with generating ends parallel to its axis.

With the device 20 now described, the vibration damper can be tested as follows. The front drive of the motor vehicle, then after its inspection the rear drive are placed on the pairs of rollers 21, 22 of the device 20. The rollers 21b, 22b are driven and their speed increased until the signal from the dynamometer signal generator 16 does not reach the greatest value between the minimum and the maximum. This can be used to carry out the test which is already to be regarded as conventional, and to form the measurement number expressed in a conventional percentage and also to determine the critical number of oscillations.

Finally, the device designed according to the invention - with flat rollers - can also be e.g. be used to check the unbalance and ovality of the wheels. With the rotation of the wheels, in the case of ovality, the geometric center, in the case of imbalance, the center of mass and the deviation of the center of mass can be determined, but not how the error can be eliminated. From this point of view, the device can therefore only be used for testing and not for correcting the error.

The test stand now described is, as can be deduced from some information, for measurement suitable for passenger cars. This has to be emphasized, because in the methods that can be carried out with this - almost without exception - it is essential that all wheels of the motor vehicle are on rollers that perform all measurement functions in an equivalent manner to one another.

It also follows from the above remark that in motor vehicles with more than two axles, e.g. In the case of trucks with twin rear axles, articulated buses, and articulated vehicles, such a test bench is required which has as many pairs of rollers as the number of wheels the motor vehicle to be measured has.

The invention can of course not only be implemented in the manner known above, or not only used for the test bench announced above. So e.g. it is not necessary that the movement of the stool in the horizontal plane be restricted, or instead of the drum motor, the electric motor driving the rollers can also be arranged in another way. In the latter case, one should of course also take care of appropriate gear. It is also easy to see that the stepless control of the speed of the rollers can be achieved not only with a suitable motor, but also with a suitable gear.

It is worth mentioning the installation variants of the support rollers 65 separately.

The lifting frame 66 can also be led with vertical lines, the essence is that the support roller 65 touches the wheels of any diameter in a safe manner.

The support roller 66 with the lifting frame 66 can be mounted on both sides of the stool 13. This has the advantage that if the bolster 13 has to be moved together with the motor vehicle, the support roller 65, which is opened on both sides, takes over the wheels, and thus the motor vehicle does not even work in the event of a malfunction or accident. attention can roll off the stool 13. In this way, the motor vehicle can even be moved together with the stools 13 above the assembly pit 10. In this way, at the start of the measurement of the motor vehicle, all the stools 13 can be arranged closely next to one another in the one end of the test bench 3, the motor vehicle drives its front wheels from this direction onto the further stool 13, and then the rear wheels of the motor vehicle can be moved with the Movement of this stool 13 are dragged onto the stool 13 located at the rear. In this embodiment, in addition to the assembly pit 10, no opening and folding boards are to be built.

Compared to the ones described, testing the ARS system is an exception, since more than two stools would obviously only be necessary if the number of driven drives was more than one.

Claims

Claims

1. Angle test device for testing geometrical parameters of the steered drive of a motor vehicle, characterized in that a fastening unit (30, 45) provided with at least one measuring bolt (31) is fastened on at least one steered wheel (la, lb) of the drive Which measuring bolt (31) is connected via a ball joint or similar articulation device (32), which has two degrees of freedom around two mutually perpendicular axes, to one end of a mediator arm (33) which can be steered about a vertical axis, the an¬ the end of the mediator arm (33) is connected via a hinge (34) to one end of a measuring arm (35) which can be steered about a vertical axis, the other end of the measuring arm (35) to a carrier element which is fixed in the horizontal direction in comparison with the floor (36) is connected between the mediator arm (33) and the measuring arm (35) and between the measuring arm (35) and the carrier element (36) an S proportional to the angular deflection Signal-generating, electronic signal transmitter (41, 42) is arranged, furthermore the kink device (32) against the mediator arm (33) or the measuring arm (35) against the mediator arm (33) or against the carrier element (36) or even the carrier element - Element (36) is guided on a vertical line (37), the two elements which are displaceable relative to one another being provided with an electronic signal generator (43) which generates a signal proportional to the displacement, and the signal generators (41, 42, 43) are connected to the inputs of a computer (18). (May 13, 1991.)

2. Angle test device according to claim 1, characterized in that the kinematic center (Ka, Kb) of the kinking device (32) at the end of the measuring bolt. zens (31) lies in the center line (fa, fb) of the wheel (la, lb).

(May 13, 1991.)

3. Angle test device according to claim 1, characterized in that the kinematic center (Ka, Kb) of the buckling device (32) at the end of the measuring bolt (31) outside the center line (fa, fb) of the wheel (la, lb) lies. (13.05.1991.) 4. Test bench for testing the drives of a

Motor vehicle which has at least four independently suspended stools (13) and in each stool (13) a pair of rollers (4a, 4b, 5a, 5b, 6a, 6b, 7a, 7b), the axes of each roller (4a, 4b, 5a, 5b, 6a, 6b, 7a, 7b) arranged parallel to one another, and two pairs of rollers are arranged in the same axis line and at least one roller (4b, 5b, 6a, 7a) is driven, characterized in that each stool (13) is held by four suspension elements (14), and each suspension element (14) is connected to an electronic signal transmitter (16), which generates signal proportional to the tensile force in the suspension element (14), which signal transmitter (16) are connected to the inputs of a computer (18). (May 13, 1991.)

5. Test stand according to claim 4, characterized in that the stool (13) through vertical lines (24) both in parallel with the axis of the rollers (4a, 4b, 5a, 5b, 6a, 6b, 7a, 7b), as well as being perverted to it. (May 13, 1991.)

6. Test stand according to claim 4, characterized gekenn¬ characterized in that the stool both parallel to the axis of the roller (4a, 4b, 5a, 5b, 6a, 6b, 7a, 7b) and perpendicular to it with substantially horizontally arranged Fly arms (19) are tied. (May 13, 1991.)

7. Test stand according to one of claims 4 to 6, characterized in that an angle test device (40) is installed at least in addition to a pair of stools. (May 13, 1991.)

8. Test stand according to one of claims 4 to 6, characterized in that in addition to any of the front, inner or rear side of that stool (13), next to which an angle testing device (40) is arranged, or between the rollers (4a , 4b, 5a, 5b) a synchronized lifting mechanism (47) is installed. (May 13, 1991.)

9. Test stand according to one of claims 4 to 8, characterized in that the roller (4b, 5b, 6a, 7a) driving power source is an electric motor, the stator or rotor with the roller (4b, 5b, 6a, 7a) kine ¬ table is connected, while the other part of the electric motor is mounted on the stool (13) and anchored against rotation via an electrical dynamometer signal transmitter (63) connected to the computer (18), further to each stool (13 ) each has a support roller (65), the axis of which lies parallel to the axes of other rollers (4a, 4b, 5a, 5b, 6a, 6b, 7a, 7b) and is mounted on a lever frame (66), which lever frame (66) connected by a vertical line or a horizontal axis (67) to the stool (13) or to its frame element (8a, 8b, 9a, 9b) and operated by a lifting mechanism (68), which support rollers (65) in the Proximity of the rollers (4a, 5a, 6b, 7b or 4b, 5b, 6a, 7a) closer and / or further apart on the same side dnet are. (May 13, 1991.)

10. Test stand according to one of claims 4 to 9, characterized in that in each stool (13) at least one, appropriately the driven roller (4b, 5b, 6a, 7a) and the support roller (65) with an electri - See speed signal generator (64, 70) is provided, and the Signal generator (64, 70) at the inputs of a computer

(18) are connected.

(May 13, 1991.)

11. Test stand according to one of claims 4 to 10, characterized in that the roller (4b, 5b, 6a,

7a) driving electric motor is connected to a stepless speed control. (May 13, 1991.)

12. Test stand according to one of claims 4 to 11, characterized in that it is equipped with two further plates (13), the rollers (21a, 21b, 22a, 22b) of which are coaxial in pairs, and in each stool (13 ) is a roller (21b, 22b), which is coaxial and eccentric or oval, or is formed on its jacket cam surface (25), and they are driven by a power source with stepless speed control, which power source is a steplessly controllable motor is or a gearbox with stepless speed control, which is driven by a motor with constant speed. (May 13, 1991.)

13. A method for testing the ABS system of a motor vehicle, the wheels of the motor vehicle being placed on rollers (4b, 5b, 6a, 7a) driven by an electric motor, each with a dynamometer signal transmitter (63) in the fastening of the electromotors. is installed, characterized in that before or after the motor vehicle drives onto the rollers (4b, 5b, 6a, 7a), the vertical pressure forces (Fla, Flb, F2a, F2b) which are caused by the wheels (la, lb, 2a, 2b) are excited, measured, then the rollers (4b, 5b, 6a, 7a) are rotated according to a speed of the motor vehicle, then when the motor vehicle is completely braked, the electric motors (60) driving the rollers continuously, the deceleration (a.) of the motor vehicle are regulated accordingly, the set value of the torque being dependent on the weight (mj.) of the motor vehicle and the braking force (Ff), the torques of the electric motors first being kept at the expedient maximum value proportional to the braking capacity of the given wheel (la, lb, 2a, 2b), then a lower value of the torque per side and / or per wheel is set and held. (May 13, 1991.)

14. A method for testing the ARS system of a motor vehicle, in which the driven wheels (la, lb and / or 2a, 2b) of the motor vehicle are placed on rollers (4b, 5b, 6a, 7a) driven by an electric motor, characterized in that that one of each of the driven wheels (la, lb and / or 2a, 2b) is rotated by a roller, the other wheels of the motor vehicle standing still, then the driven wheels (la, lb or 2a , 2b) are rotated with the other edges. (05/05/1992.)