WO2024023243A1

WO2024023243A1 - Device and method for driving a vehicle on a chassis dynamometer

Info

Publication number: WO2024023243A1
Application number: PCT/EP2023/070885
Authority: WO
Inventors: Christian Hartmann; Anton Knestel; Thomas Becherer
Original assignee: Aip Gmbh & Co. Kg
Priority date: 2022-07-29
Filing date: 2023-07-27
Publication date: 2024-02-01
Also published as: DE102022207888B4; DE102022207888A1

Abstract

The present invention relates to a device and a method for selectively driving a vehicle F for a chassis dynamometer, in particular a chassis dynamometer for advanced driver assistance systems (ADAS), in which a compact and mobile driving mechanism which is suitable for the stationary testing operation is provided by means of a wheel-drive device (1) which can be attached directly to the wheel hub of the vehicle F and is provided with a dedicated wheel portion (2) and drive portion (4). Moreover, the present invention relates to a chassis dynamometer system P which allows for the testing of vehicle functions in particular when the vehicle shaft is driven, by integrating the previously mentioned wheel-drive device (1) into a vehicle F to be tested.

Description

Device and method for driving a vehicle on a vehicle test bench

The present invention relates to a device and a method for selectively driving a vehicle for a vehicle test bench, in which a compact, mobile and suitable for stationary testing operation is achieved by means of a wheel drive device to be attached directly to the wheel hub of the vehicle and provided with its own wheel and drive section Drive mechanism is provided. In addition, the present invention relates to a test stand system in which, by integrating the aforementioned edge drive device into a vehicle to be tested, vehicle functions can be checked, particularly when the vehicle shaft is driven.

Background of the invention

Due to the increasingly complex capabilities of today's driver assistance systems integrated in vehicles (“Advanced Driver Assistant System” - ADAS) and the resulting requirement to evaluate and control vehicle-specific processes (e.g. distance measurements, brake assistants, automatic light control, adaptive speed adjustment, etc.) as precisely as possible To realize this, suitable vehicle test benches for testing these driver assistance systems (ADAS testing) have become an important part of the vehicle industry.

For this purpose, GB2557252A shows, for example, a vehicle test bench in which a vehicle to be tested is positioned on driven rollers and the wheels of the vehicle are driven by the latter rollers to simulate a route. In addition, the vehicle test bench described provides for the addition of a plurality of movable land vehicles, which move various obstacles, such as traffic signs or pedestrian dummies, around the positioned vehicle and so, by measuring the ADAS functions With regard to the obstacles introduced, any inaccuracies can be detected.

Despite constant further development of such test benches, however, the problem continues to arise in most such systems that, due to the external drive trains integrated into the test bench to drive the vehicle in a fixed position, such as drive belts or rollers, there has always been a dangerous retraction point on the contact surface between the test bench moving wheel and the latter drive devices arise, which prohibits the presence or integration of further elements in the vicinity of the test bench and thus significantly impairs the compactness and efficiency of the system. In addition, it is known that in order to test various ADAS systems on such roller or belt test benches, especially for the analysis of assisted steering mechanisms, such as parking aids or lane departure warning systems, extensive modifications (e.g. decoupling the steering linkage from the steering wheel) are required on the vehicle to be tested must be carried out, which prevents an accurate simulation of existing force reactions during cornering and thus reduces the accuracy of the testing process.

In this respect, it is an object of the present invention to provide, in particular, a wheel drive device and a method for selectively driving a vehicle positioned on a test stand, which can overcome the disadvantages of the prior art described above and, in particular, are more compact, safer and thus suitable for the use of additional Enable suitable testing mechanics for test elements. In addition, it is an object of the present invention to carry out the simulation and testing of steering methods on a test bench even under real force effects, so that the precision of the testing method can be further improved. Detailed description of the invention

To solve the above-mentioned problem, the features of the independent claims are suggested. The dependent claims relate to preferred embodiments of the present invention.

A wheel drive device for a vehicle test bench for driving at least one vehicle in stationary operation is proposed, which comprises a wheel section equipped with at least one receiving wheel and a drive section connected to the wheel section for rotationally driving a wheel hub of the vehicle about at least one drive axle. The wheel section serves in particular to support the vehicle, while the drive axle of the vehicle, which is connected to the wheel hub, can be driven by means of the drive section. For this purpose, the drive section can be attached to the wheel hub of the vehicle and is rotatably mounted on the wheel section.

The present wheel drive device thus preferably forms an at least two-part device system, which, using the first device (the wheel section), enables both a secure positioning of the drive required for the vehicle test and, by means of the receiving wheel provided on the drive device and to be attached to the vehicle, a true-to-original positioning Imitation of the vehicle wheel equipment is realized, whereas the second device (the drive section) ensures direct operation of the drive shaft via the connected vehicle hub and thus a drive mechanism that is easy to integrate into the vehicle. Consequently, the wheel drive device described makes it possible, due to the drive section to be attached directly to the wheel hub of the vehicle, to efficiently replace the above-mentioned external roller or belt drives (and thus the resulting dangerous feed points) and, equally, by means of the wheel section acting as a receiving wheel, possibly during a to faithfully simulate the shear or carrier forces that occur during real vehicle travel. For this purpose, the receiving wheel of the wheel section can initially have at least a special vehicle rim and a tire clamped on this vehicle rim, such as a solid rubber or a pneumatic tire (preferably the wheel drive device is designed in such a way that a rubber tire and in particular a (approved) road tire is provided on the wheel section. ), which, as mentioned above, can function as an imitation of the actual vehicle wheel used by the vehicle when the present wheel drive device is connected to the vehicle to be tested. The pick-up wheel or the wheel section itself can preferably be releasably fixed (e.g. by screw, rivet, press or feather key connections) with the drive section of the wheel drive device, which generates the advantage that the pick-up wheel described above can also, depending on the vehicle type being tested, can be exchanged and/or adapted. In this way, a modularly configurable and correspondingly cost-effective design of the wheel drive device can be realized.

The wheel drive device is also set up to determine a rotational movement of the wheel hub based on one or more operating parameters of the drive section and/or the vehicle. The rotational movement of the wheel hub can preferably be represented by a speed of the wheel hub or the drive shaft of the vehicle. Furthermore, other drive properties such as generated torques or occurring axial forces can be determined based on the above-mentioned operating parameters. By detecting the rotational movement of the wheel hub, a desired operating point within the framework of the test task to be fulfilled can be precisely set by means of the drive section, for example by regulating the speed of the wheel hub in such a way that a desired simulated driving speed is established. The wheel drive device is preferably designed in such a way that rubber tires and in particular (approved) road tires are provided on the wheel section. The operating parameters of the drive section, which can be used to determine the rotational movement of the wheel hub, are particularly dependent on the energy used for the drive, which can vary depending on the type and operation of the vehicle test bench to be used. For example, the drive section may include an electric motor that is supplied with electrical current as an energy source. However, it is also possible for a hydraulic or pneumatic drive (eg a hydraulic motor or a compressed air motor) to be used, which uses, for example, compressed fluid or compressed air as an energy source. In this context, the drive section can comprise at least one line element for supplying a respective drive energy, which can be connected to one or a plurality of energy lines provided in the vehicle test bench.

The operating parameters of the vehicle, which can be used to determine the rotational movement of the wheel hub, include, for example, a drive torque of the vehicle, a wheel speed, a vehicle speed, etc. These variables can either be determined using sensors installed on the vehicle and/or calculated in one or more vehicle control units (e.g. engine control unit, ADAS control unit(s)). For example, the wheel speed of the vehicle can be measured by a corresponding vehicle sensor and the resulting vehicle speed can be calculated in the one or more vehicle control units, which is simulated on the vehicle test bench by means of the drive section. To use the operating parameters of the vehicle, a vehicle-side bus system (e.g. a CAN bus) can be accessed using suitable measuring/diagnostic devices, for example, and the operating parameters required to determine the rotational movement of the wheel hub can be provided in this way. Alternatively, an interface for on-board diagnostics (OBD interface) provided in the vehicle can be used to record the operating parameters. The wheel drive device can thus be configured so that the speed signal required for operation does not come from physical variables of the wheel drive unit is obtained, but is taken over by the sensors (e.g. vehicle-internal speed sensor) present in the test object (ie the vehicle to be tested).

The wheel drive device can thus be set up to determine a rotational movement of the wheel hub (in particular exclusively) based on parameters which are transmitted via a vehicle interface, in particular an on-board diagnosis, OBD, interface.

The control of the drive section and thus the control/rule of the driving rotary movement can preferably take place via an external control device or one integrated within the wheel drive device. For example, in order to generate selective rotational movements of the wheel hub of the vehicle to be checked, the control device can be set up to regulate the energy flowing through the line element into the drive section in accordance with a predefined control protocol, so that the drive of the vehicle generated by the claimed wheel drive device is preferably partial. , but in a particularly preferred case can also be carried out fully automatically. In this respect, the present wheel drive device can also particularly preferably be designed as an automatable device. The detected rotational movement of the wheel hub and possibly further information determined from the operating parameters of the drive device/vehicle (e.g. generated torques or existing axial forces) can be received by the control device and, based on the received information, the control of the drive section (e.g. the previously described control protocol ) be adjusted. This makes it possible to precisely set the desired operating point during vehicle testing and to monitor the mechanical stress on, for example, the drive section and the drive shaft.

According to one embodiment, the drive section can have an electric drive. This can preferably include an electric motor, for example an alternating current motor, which can be designed, for example, as an asynchronous or synchronous motor. To provide a to drive the electric motor required operating voltage, or to generate a three-phase alternating current/three-phase current, an inverter can be used that can provide the required operating voltage. In this case, the wheel drive device can determine the rotational movement of the wheel hub based on current current and voltage values of the electric drive. In particular, voltages and currents provided by the inverter of the electric motor can be measured using suitable measuring devices and, for example, a frequency of the operating voltage can be determined and sent to the control device of the wheel drive device. From this, the control device can then calculate a speed of the electric motor in a known manner and thus determine the rotational movement of the wheel hub. Instead of or in addition to the control device, a special converter (in particular for sensorless operation) can also be provided, which is configured to determine the speed directly from the voltage and current signals.

Particularly preferably, the electric drive can comprise a stepper motor. This has the advantage that its rotor exactly follows a rotating electric field applied to the stator and therefore a position of the rotor can be determined directly from one or more control signals of the stepper motor. In this case, the wheel drive device, or its control device, can determine the rotational movement of the wheel hub based on a step frequency of the stepper motor, which can be set by the control device via the one or more control signals.

According to a further embodiment, the drive section can have a hydraulic drive. This can, for example, include at least one hydraulic pump for providing the required hydraulic pressure and at least one hydraulic motor for converting the hydraulic pressure into a rotary movement on the wheel hub. The hydraulic pump can in particular have a variable displacement volume (sucking volume) and the hydraulic motor can have a constant displacement volume. In this case, the wheel drive device can control the rotational movement of the wheel hub in a known manner Way based on a fluid volume flow of the hydraulic drive, ie from the fluid volume flow that flows through the hydraulic pump and the hydraulic motor. This can be recorded, for example, using a suitable volume flow measuring device and transmitted to the control device of the wheel drive device, which can calculate a speed of the same, for example using the displacement volume of the hydraulic motor.

The hydraulic drive described above can preferably comprise a pump with a constant displacement volume, for example a gear pump. In this case, the wheel drive device can determine the rotational movement of the wheel hub based on a speed of the pump. In particular, a volume flow measurement can be dispensed with here and instead the speed of the hydraulic pump can be measured with a suitable rotary encoder. The speed of the hydraulic motor can then be determined based on the measured speed of the hydraulic pump and the ratio of the displacement volume of the hydraulic pump and hydraulic motor. The hydraulic efficiencies of the hydraulic pump and motor can also be taken into account. However, it is also possible for both the speed of the pump and the fluid volume flow to be measured by the hydraulic drive and used to determine the rotational movement at the wheel hub.

In a further exemplary embodiment, the wheel section of the present invention can also provide, in particular for connecting the wheel section to the drive section, at least one connecting element attached to the receiving wheel, which, preferably to reduce any internal pivoting forces, is centered in the receiving wheel, for example the vehicle rim can be and thus enables an equally centered positioning of the drive section on the aforementioned wheel section. In a particularly preferred embodiment, the connecting element of the wheel section can also be designed for this purpose, in particular by way of example, as an annular bearing device, which, by means of at least one or one A plurality of implemented mechanical bearings, preferably radial bearings, can detachably and movably integrate the drive section (or at least a part of the drive section) of the wheel drive device into the wheel section and can thus ensure efficient mounting of the drive section into the wheel section.

In this respect, the above-mentioned construction of the present wheel drive device can in particular generate the advantage that, through the secure mounting of the drive section used to drive the wheel hub of the vehicle to be tested by the connecting element, a precise and at the same time at least partially movement-free positioning of the drive section on the wheel section and can therefore be implemented on the vehicle connected to it. In addition, it is preferably also possible, due to the explicitly movable mounting of the drive section in the wheel section, to completely separate the drive movements to be generated by the drive section, such as those that are to be used to drive the connected wheel hub, from any movements of the wheel section or the wheel section used To decouple the receiving wheel, so that the drive section of the present invention can be designed to be movable, in particular relative to a movement of the wheel section. In other words, the wheel section can preferably be mounted or designed independently of the movement of the drive section and thus of the vehicle hub connected to it.

Thus, based on the above-mentioned principles, the present wheel drive device can, for example, preferably be set up in such a way that while the wheel hub is being driven by the drive section and based on the previously described mounting of the drive section in the connecting element, the wheel hub rotates around the drive axle, in particular when it is stationary Wheel section and thus can be carried out with the receiving wheel immobile, whereby the test process generated using the wheel drive device can preferably be carried out with the vehicle wheels completely stopped becomes feasible. In this respect, integrating the described wheel drive device into a vehicle to be tested makes it possible, in particular, to carry out an analysis of various vehicle functions based on the drive of a vehicle without previously positioning it to fix it on the required roller or belt drives, so that by eliminating the latter dangerous rotating elements, Not only does safety further improve during the testing process, but the space thus freed up can also be used efficiently for additional testing elements (e.g. attaching obstacles to measure distance).

The drive mechanism generated by the drive section of the present wheel drive device and used to rotate the vehicle hub can also preferably be generated by transmitting a rotary movement already generated in the drive section. For this purpose, the drive section can in particular comprise a rotor element formed at least with a rotor and a stator element formed with a stator, so that by moving the rotor of the rotor element around or within the stator of the stator element, a movement of the wheel hub around the aforementioned drive axle is achieved useful torque can be generated. However, the general type of drive of the above-mentioned drive section is in no way limited by the previously described construction. In this respect, the control and propulsion of the at least one rotor of the rotor section or the drive section can be carried out, for example, on the basis of electrical, for example through windings attached to the stator and the rotor section, pneumatic and / or hydraulic interactions, so that, depending on the to be used Testing system, an efficiently adapted drive mechanism can be provided.

In order to be able to ensure increased safety during the testing process, the stator and rotor elements of the drive section described above can be designed as an internal rotor motor. This has the particular advantage that by including the rotating rotor of the rotor element into the stator element, exposing potentially dangerous rotating mechanical parts can be avoided and the test room can therefore be maximally secured for any test processes and the elements and processors required for this.

In order to generate a particularly efficient and stable protective mechanism, the stator element can also be designed to be firmly connected for this purpose, in particular to the wheel section of the wheel drive device, for example to the rim of the receiving wheel to be used or the aforementioned connecting element, so that the lowest possible im In the preferred case, the free space between the drive section and the wheel section can only be created within the wheel section. This also creates the additional benefit that, in addition to the already described introduction of the drive section into the connecting element of the wheel section, a further fixation of the drive section to the wheel section is made possible, whereby the storage of the former within the present invention is even further stabilized and the shape of the stressed wheel drive device can be kept extremely compact.

An even further improved compactness and safety can also be achieved in particular in that the drive section can preferably also be aligned plane-parallel to the longitudinal axis of the receiving wheel used. Particularly preferably, the stator element, as an external element that can be connected to the wheel section, can be provided or designed with a rigid, annular or hole-cylindrical housing, which, when connected to the wheel section, is preferably oriented along its longitudinal axes parallel to the longitudinal axes of the receiving wheel of the wheel section can be and thus enables the densest possible construction of the present wheel drive device. In a particularly preferred exemplary embodiment, the housing of the stator element can also span at least the entire surface of the drive section that is oriented towards the outside, i.e. not towards the respective vehicle, whereby the disclosure of any moving parts (and thus potential danger points) can be effectively prevented within the present invention.

The rotor element to be used to move the respective wheel hub of the vehicle or the rotor installed in it can also be designed to be movable, preferably rotatable, for the targeted drive of the wheel hub and thus the drive shaft assigned to it, preferably within the stator element or the aforementioned housing , so that by moving the internal rotor motor created in this way, a direct angular momentum or torque can be passed on to the vehicle hub.

In order to enable a drive mechanism that is as loss-free as possible, the rotor element can in particular be designed to be fixable directly to the respective wheel hub of the vehicle, so that the latter wheel hub is moved directly by moving the rotor and therefore no further drive or deflection mechanisms are required to drive the vehicle. In order to maintain the compactness of the present invention for this purpose, the rotor element or the rotor to be found in it can also preferably be rotatably aligned within the stator element, also parallel to the drive axle of the wheel hub described above, whereby a direct and primarily one-dimensional Rotational connection between the wheel hub to be driven and the rotor of the rotor element can be made possible.

Accordingly, it is preferably possible in the present invention that by moving the rotor within the rotor element, a targeted angular momentum can be generated which is aligned along the drive axis of the wheel hub and which, due to the direct contact of the rotor element with the wheel hub, is transmitted directly to the wheel hub and can therefore be used to drive a respective vehicle drive shaft with almost no loss. According to one embodiment, a sensor can be provided which can directly determine a rotational movement of the wheel hub. The sensor can be connected to the control device of the wheel drive device for signaling purposes.

The sensor can preferably be provided on the rotor element, on the stator or between the stator and the rotor element. In this way, it can detect the rotational movement of the wheel hub primarily in relation to, i.e. in relation to, the movement of the stator element and/or the wheel section. The sensor can, for example, be designed as magnetic or optical or as a Hall sensor.

It is also possible for the sensor to comprise one or a plurality of optical sensors, such as a light barrier or imaging sensor (e.g. a CCD chip with appropriate optics), which detect the movement of the latter by focusing on the driven wheel hub and preferably analyze it in real time can.

It is also possible for several sensors to be attached to the rotor element or between the stator and rotor element, which, in addition to the rotational movement, also measure a torque and/or an axial force on the wheel hub or the drive shaft of the vehicle. Alternatively, a combined sensor can be provided, which can, for example, measure both a speed and a torque at the wheel hub.

In particular, the sensor can also be designed as a mechanical sensor device, for example as a mechanical rotary encoder. This can, for example, comprise at least one further, preferably rotatable transmission element, which mechanically connects the sensor device to the wheel hub to be driven, but at least to the drive section of the wheel drive device in question and can thus forward the rotational movement of the wheel hub directly to the sensor. Here, the rotatable transmission element can, in a particularly preferred case, centrally on the wheel hub or at least one connected to the wheel hub and on the Drive axle of the wheel hub fixed device element can be positioned, so that the transmission element can preferably rotate coaxially with the driven wheel hub and accordingly transmit any rotational forces and movements to the sensor device primarily without loss.

For precise connection and force transmission of the rotor element with and to the wheel hub, the present invention can in particular be set up in such a way that when integrating the drive section into the wheel section of the wheel drive device, the rotor element is preferably inserted into the previously described connecting element of the wheel section, preferably with a precise fit, and thus the rotor element can equally be rotatably mounted in the connecting element or in the at least one radial bearing implemented in it. In this respect, the above-mentioned construction can create the advantage that any degrees of freedom during the power transmission from the drive section to the wheel hub can be reduced by the additional storage by means of the connecting element and thus the stability of the present invention can be further increased.

The drive section can advantageously be designed in two parts and include an inner section and an outer section. The drive section can in particular be designed in such a way that during assembly, the inner section can first be attached to the wheel hub of the vehicle and the outer section can then be attached in order to achieve a positive connection between the two sections. In this way, a modularly configurable and correspondingly cost-effective design of the wheel drive device can be realized, which is also easy and safe to assemble.

For direct connection of the rotor element to the wheel hub, the rotor element can also preferably additionally have at least one extension piece attached to the rotor and equally rotatable, such as a movable plate element or one specifically designed for import into the The connecting element of the wheel section and the contacting on the wheel hub include an additional element, which, by simultaneously fixing it on the rotor of the rotor element and the wheel hub to be driven, can pass on the previously described forces resulting from driving the rotor directly to the wheel hub and thus an individual and Once again, an extremely compact design of the present wheel drive device is permitted.

Thus, in a preferred exemplary embodiment, the combination of rotor and stator element of the drive section of the present invention, as already mentioned, can be provided, for example, with a ring-shaped or hole-cylindrical housing structure, which, by orienting the latter housing structure to the alignment of the wheel section, more precisely, preferably parallel to the longitudinal axis of the receiving wheel implemented in the wheel section, a close approach of the drive section to the wheel section of the wheel drive device is permitted. In order to also efficiently contact the drive section with the wheel hub of the vehicle to be checked, at least the rotor of the rotor element of the drive section can preferably additionally be provided or connected to the previously described extension piece, whereby, by driving the rotor and generating the rotor along the drive axis generated torque, the extension piece and thus the wheel hub contacted with it can be rotated.

As already indicated, the extension piece itself can take on a wide variety of shapes, insofar as a direct connection between the rotor and the wheel hub of the vehicle can be ensured. Accordingly, in a first exemplary embodiment, the extension piece can be designed at least as a connecting structure protruding from the stator element or the above-mentioned housing structure of the drive section, so that preferably by inserting the extension piece into the connecting element, preferably into the at least one bearing of the connecting element, and that subsequent fixing of the extension piece to the wheel hub, both an efficient alignment of the drive section and an effective one aligned with the wheel hub Power transmission can be generated. In this respect, the body of the connecting structure can therefore preferably also form at least one bearing surface designed to integrate the drive section into the connecting element, which can be contacted, preferably movably, with a contact surface located in the bearing of the connecting element for precise alignment of the drive section in the claimed wheel drive device and so the the above-mentioned direct power transmission enables. Further exemplary embodiments of the extension piece can also include, in particular, a series of shapes that are specifically adapted to the structures of the drive or wheel section.

Thus, in at least one further exemplary embodiment, the extension piece can preferably at the same time be designed to be form-fitting (bearing surface of the extension piece rests on the contact surface of the connecting element) into the connecting element or the at least one (radial) bearing of the connecting element of the wheel section, so that during driving of the rotor and the resulting movement of the extension piece, any disruptive axial forces can be effectively reduced. In addition, at least one end of the extension piece can form a hub contact surface specifically designed for contacting the connecting piece with the wheel hub, which, for example, with mechanical contacting structures, such as threaded bores, toothed couplings or springs, realize a rigid fixation of the extension piece with the wheel hub and thus a fault-free Can ensure transmission of the torque generated by the rotor.

In further exemplary embodiments, the connection structures used between the rotor of the red section and the extension piece can also vary depending on the design of the drive section. In this respect, the extension piece can preferably be fastened, for example by means of integrated screw or rivet connections, to an inner surface of the movable rotor that is aligned with the wheel hub, ie in the direction of the vehicle to be checked, so that the general length of the Extension piece and thus the resulting force arm can be reduced to a minimum. In a further exemplary embodiment, however, it may also be possible for the extension piece to be connected in particular to the outer surface (ie on the side facing away from the vehicle) of the rotor, thereby generating an additional casing of the rotor through the extension piece and consequently stability of the drive section can be further improved during the rotation of the rotor.

Accordingly, it can be understood that due to the extremely compact properties of the present wheel drive device, which simulate natural conditions (e.g. the weight forces absorbed by a vehicle wheel), an equally efficient and precise drive mechanism for driving a vehicle or a vehicle shaft can be provided in a test bench . In addition, the direct contact of the drive device with the respective wheel hub of the vehicle to be tested enables the decisive advantage in particular that the drive elements to be used (in this case the drive section) no longer have to be loaded by the respective vehicle wheels themselves (such as when rolling - or belt test bench), but can be integrated individually into the corresponding vehicle to be tested, so that the present invention can also be used in particular as a mobile, that is freely movable, wheel drive device.

As an alternative to the wheel drive device described above, a wheel drive device for a vehicle test bench for driving at least one vehicle in stationary operation is proposed, which also includes a wheel section equipped with at least one receiving wheel and a drive section connected to the wheel section for rotationally driving a wheel hub of the vehicle about at least one drive axle which is rotatably mounted on the wheel section. In the present case, however, the drive section is designed in two parts and has an inner and an outer section. The inner section is designed in such a way that it can be attached to the wheel hub of the vehicle. For example, the inner section can be connected to the wheel hub by means of one or more screw connections. The outer section of the drive section is in turn designed such that it can be attached to the inner section. For this purpose, the latter can, for example, comprise a spline shaft onto which a corresponding spline hub of the outer section can be pushed for the positive connection of the two sections. Any other detachable connection between the inner and outer sections of the drive section is also possible. In this way, mounting the drive section on the wheel hub of the vehicle can be made easier. All other advantages of the previously described wheel drive device are also present in the present case.

When testing with the proposed wheel drive devices, it is important that the behavior of the vehicle remains as unchanged as possible. For example, in NVH tests it must be ensured that no structure-borne noise is transmitted from the test object (vehicle) into the contact area. During ADAS tests, the steering forces must remain as realistic as possible. During EMC tests, the vehicle must not have any metallic (conductive) contact with the floor surface (metallic contact area in the EMC hall). Therefore, according to the invention, it is preferably proposed that the wheel hub motor is integrated into a wheel rim with normal rubber tires. A wheel drive device can therefore be characterized in that the motor unit (of the wheel drive device) is integrated into the vehicle rim and is or can be used on the rim with the original tires (rubber tires). The tires or rubber tires can in particular be road-legal (road traffic approval) tires, such as in particular pneumatic tires.

In the following, a test stand system set up to test vehicle functions in stationary operation is also claimed, which also uses the integration of the previously described wheel drive devices has the advantages mentioned above and can therefore be distinguished from conventional test benches and test bench systems.

The claimed test stand system initially comprises, in addition to the previously described wheel drive device to be attached to at least one wheel hub of a vehicle to be tested, at least one contact surface for positioning the vehicle to be tested within the test stand system and a measuring system set up to measure the vehicle functions. This can be set up in particular to check ADAS functions of a motor vehicle.

The contact area itself can initially be viewed as any type of device structure that is at least capable of supporting the vehicle to be tested and, in a preferred case, positioning it for the measurement processes integrated within the test bench system. In this respect, the claimed contact area can, in a first embodiment, for example, be designed as a simple, rigid receiving plate or geometry, but in others also in particular as a receiving device that can be moved in one or more directions, such as a dynamic lifting platform or an aerial work platform, so that the vehicle to be tested can be efficiently aligned for any type of audit process. In order to further improve the mobility of the claimed wheel drive device in particular and to reproduce as precisely as possible any forces required for the precise simulation of vehicle functions (e.g. shearing or centrifugal forces generated during cornering), the present contact surface can also be at least additionally equipped with further locking or drive devices be, whereby the previously described testing process can be adapted as individually as possible to the detection of the vehicle functions to be identified.

Thus, in a first exemplary embodiment, the contact area can at least additionally have one or a plurality of integrated in the contact area or at least have motors positioned along these, which can be connected with at least one energy line to the drive section of the implemented wheel drive device, preferably to the aforementioned line element of the drive section, and thus, due to the dynamically movable type of connection, both the energy supply and the mobile properties of the Ensure wheel drive device. As already described, the energy used to operate the claimed wheel drive device is again not limited to a specific type of energy, but can preferably, depending on the test bench system, be based on electrical, pneumatic and / or hydraulic interactions, so that the energy lines described above are the same can preferably be present, for example, as electrical lines, compressed air and/or hydraulic hoses. In this respect, the term “motor” in this context should not be understood as a simple electric motor, but can equally be viewed as any drive machine (e.g. a pneumatic or hydraulic drive) that can ensure the above-mentioned energy connection.

In order to be able to enable functional tests for analyzing steering mechanisms (such as automatic parking aids, lane corrections, etc.), the present contact area can also preferably be equipped with at least one or more steering elements designed to move the vehicle wheels/receiving wheels. Correspondingly, in an extremely preferred exemplary embodiment, the present contact surface can, for example, comprise at least one turntable set up for movably receiving a vehicle wheel, in particular the receiving wheel of the wheel drive device implemented in the vehicle to be tested, on which a respective vehicle/receiving wheel is positioned to imitate steering movements and rotated at least along a vertical axis by moving the turntable, but in particularly preferred cases can also be pivoted three-dimensionally. For this purpose, the support surface of the turntable can, for example, preferably be on a controllable and with a A plurality of spring and bearing elements can be positioned on a pivot base, which allows the contact surface between the turntable and the vehicle wheel resting on it to be pivoted three-dimensionally, preferably by a predefined pivot angle (for example by a pivot angle of up to 30 °, but also in preferred cases up to 45°) and thus any unevenness or steering or drive forces that occur and need to be simulated are effectively passed on to the vehicle wheels (and thus to the respective vehicle shafts or the vehicle per se). In this respect, the at least one turntable of the stressed contact area can thus be designed to be rotatable at least along a vertically oriented axis of rotation to simulate steering forces, but in a particularly preferred exemplary embodiment it can itself be designed to be pivotable in three dimensions.

The wheel drive device to be used to directly drive the wheel hub of the vehicle to be tested is also attached in the claimed test stand system to at least one wheel hub of the aforementioned vehicle, whereby, by means of the drive mechanism already described, the corresponding wheel hub and thus the vehicle shaft of the vehicle connected to it directly can be driven, but the associated vehicle wheel positioned on the contact surface (i.e. also the receiving wheel of the wheel section) remains motionless on the contact surface at all times. In this respect, it is possible, particularly in the present test stand system, to ensure a drive of the vehicle to be tested with the vehicle weight fully supported on the vehicle wheels or the body connected to them, without having to position external roller or belt test stands below the vehicle, which means a much more compact , safer and correspondingly more efficient test bench structure can be generated.

Further advantages also arise from the modularity of the at least one wheel drive device to be integrated. For example, it may be possible to integrate a plurality of the wheel drive devices mentioned into the vehicle to be tested, not just one, but any number Vehicle shafts should preferably be driven separately and selectively. Accordingly, the present test bench system can, for example, provide for at least two wheel hubs belonging to a drive shaft to be provided with one of the claimed wheel drive devices, so that both sides of the drive shaft can be driven and thus at least one single-axle test bench system can be created. In a further exemplary embodiment, however, it may also be equally possible, for example, to provide each or at least a predefined number of wheel hubs of the vehicle with a wheel drive device, so that the present test bench system can be used as an all-wheel drive or universal axle test bench using simple expansion mechanisms.

In order to ensure extremely simple driving of single-axle driven vehicles, the present test stand system can also be set up in particular to equip only predefined, that is selectively selected, wheel hubs with the claimed wheel drive device. For example, in a particularly preferred exemplary embodiment, the test stand system can be set up to provide and drive only the wheel hubs that cannot be driven by the vehicle, more precisely wheel hubs that are not actively driven by the internal motor of the vehicle, with the claimed wheel drive device, so that Said engine is efficiently protected and driving the vehicle or simulating existing vehicle functions can be made possible without decoupling the corresponding vehicle shafts from the actual control or drive mechanism of the vehicle.

Particularly preferably, a test stand system can be proposed, wherein the contact surface comprises at least one turntable for receiving a (vehicle wheel) wheel, in particular the receiving wheel of the wheel section (2) of the wheel drive device or, in a further development, a mounted rim; wherein the turntable is preferably designed to be rotatable or rotatable at least along a vertically oriented axis of rotation for simulating and/or measuring steering forces and/or for measuring the wheel angle. Preferred The turntable has its own drive or is connected to a drive to generate the rotation.

A test stand system for testing at least one vehicle in stationary operation can be set up in such a way that only the hubs or wheels that cannot be driven by the vehicle are provided with a wheel drive device and are preferably driven thereby; and the hubs or wheels driven by the vehicle itself can be braked by controlling the vehicle brakes through an external brake control device (external to the vehicle) and can be synchronized with one another and/or with all other wheels. In other words, a test stand for testing vehicles, in particular in stationary operation, can be designed in such a way that only (exclusively) the non-driven wheels (or the respective hubs of the vehicle) are provided with a wheel drive machine or wheel drive device and the rest of the vehicle (Self) driven wheels can be braked and synchronized with the vehicle brakes, and for example have no wheel drive device (but, for example, a mounted rim) or a wheel drive device which does not have a motor for driving.

In order to also generate an efficient positioning of the vehicle on the contact area, self-propelled vehicle shaft and without additional use of drive rollers or belts, the claimed test stand system can also include in particular a series of fastening mechanisms, which preferably move the vehicle to be tested without movement within of the test stand system and can thus reduce any test inaccuracies caused by passive movements (e.g. vibrations caused by the movement of the vehicle body) to a minimum. In this respect, in a first preferred embodiment, the contact area of the test stand system can be equipped, for example, with a series of fixing elements attached to the contact area and preferably retractable and extendable, such as dynamically controllable brake pads, which are used for the precise positioning of the vehicle wheels between introduced into the latter and can effectively fix the vehicle wheels by limiting the rolling surface.

In addition, in the present test bench system, instead of or in addition to the above-mentioned brake mechanics, it may also preferably be possible to use the fixing mechanisms already integrated in the vehicle to be tested for effective fixation of the vehicle. Thus, in a particularly preferred exemplary embodiment, the test stand system can, for example, be set up to connect in particular to the braking system of the vehicle to be tested and thus, by controlling the vehicle's internal vehicle brakes, at least the rolling of the vehicle wheels driven by the vehicle itself, i.e. actively driven .Block vehicle waves efficiently.

For this purpose, the claimed test stand system can, for example, preferably provide at least one brake control device, which can be positioned within the test stand system, for example equally in, under or at least along the contact surface, and in particular can be set up to externally control the vehicle brakes of the vehicle to be tested for the fixation mechanism described above head for. For this purpose, the brake control device can, for example, preferably be designed to be connectable to a brake cylinder of the vehicle at least, for example by connecting the latter by means of a hydraulic connecting hose or another hydraulic connecting element, so that the targeted control of the internal vehicle brakes made possible in this way allows for a selective control that can be carried out during the testing process Blocking of the vehicle tires is made possible by the internal vehicle brakes. In a particularly preferred exemplary embodiment, it may also be possible in particular for the brake control device, preferably together with the other device elements of the claimed test stand system, to also automate the vehicle fixation, for example by retrieving predefined process steps from one present in the test stand system Process memory, can be carried out, whereby in particular a testing mechanism that is adapted to the various testing processes and can be individually adjusted can be generated. For a holistic automation of the test processes, a central control device can also preferably be integrated into the test stand system, which can preferably be connected to the individual device elements of the test stand system mentioned above, at least in terms of signals, and thus realizes a fully automated test stand operation by receiving and passing on any control signals. In this respect, the present test bench system can also be present in particular as a fully, but at least partially, automated test bench system.

The measuring system set up for the detection and analysis of corresponding vehicle functions, in particular ADAS functions, can preferably also be designed to be controlled automatically and in particular include a series of optical, electrical or mechanical sensor elements, which, preferably during the selective modification of the vehicle by the devices of the test bench system (e.g. during driving of the vehicle by the wheel drive device or the deflection of the vehicle wheels by means of the contact surface/the turntables), the reactions of the vehicle to be tested, such as internal signaling, detector measurements or arising mechanical interactions and forces within the vehicle, are detected and used for further analysis and Information output can be sent to an additional analysis device or at least to a display set up to view the detected information. Due to the additional area made usable by the claimed wheel drive device, it may also be possible for the test stand system, particularly in the immediate vicinity of the vehicle to be tested, to have a series of test specimens to simulate any obstacles that may occur in road traffic, such as street signs, passers-by, etc additional vehicles can be provided, so that the test processes described above can replicate and check real road traffic conditions even more precisely. In order to be able to guarantee the conditions for measuring the electromagnetic immunity (“electromagnetic compatibility” - EMC) of existing vehicle elements that are integrated in modern testing systems, the present test stand system can also be designed in particular as an EMC system and can be used for this purpose - and warranty mechanisms include. For example, the measuring system described above can, preferably in addition to the above-mentioned device elements, also provide at least one antenna device set up to check electromagnetic immunity to interference, which can be set up to detect at least any electromagnetic (interference) radiation that occurs during the vehicle test, for example from electrical ones within the Vehicle integrated vehicle elements, to be measured and forwarded as a detection signal, so that in particular any negative interactions affecting the ADAS system of the vehicle to be tested can be precisely recorded and minimized to improve the vehicle system. In order to be able to enable a particularly device-specific analysis, the previously described antenna device can also preferably be set up, for example by means of controllable focus elements, to examine both the entire vehicle to be tested for possible radiation, but in certain cases also only predefined vehicle elements of the vehicle Vehicle or clearly defined two- or three-dimensional areas within the test stand system to examine for outgoing at least electromagnetic interference emissions, so that the identification of any sources of interference or errors implemented in the vehicle can be made even more efficient.

In addition, in a particularly preferred exemplary embodiment, the present test stand system can also include at least one absorber chamber formed around the test area, that is to say at least around the vehicle to be tested, which can be explicitly set up to absorb external electromagnetic interference radiation from outside that is harmful to the EMC test process of To block or absorb the test stand system and thus further improve the accuracy of the integrated test device.

In this respect, it can be seen that, in particular, through the integration of the claimed wheel drive device, a vehicle test bench that is far more efficient, more versatile and, above all, more precise than the prior art can be provided, which, due to the elimination of any dangerous test rollers or belts, is not only more Not only does it provide security for additional device elements or operators, but it also enables extremely simple, easy-to-adjust and curve-capable verification of ADAS functions. The exact process sequences to be carried out to use the claimed device and system can also preferably correspond to those of the previously described functions of the wheel drive device mentioned and of the test stand system presented. Accordingly, the process steps that are equally stressed and generated by the present wheel drive device or the test bench system can also include at least one of the following steps:

- Positioning a vehicle to be tested on a contact area of the test stand system, preferably on turntables positioned along the contact area;

- Attaching the wheel drive device to the vehicle by fixing the drive section of the wheel drive device to a wheel hub of the vehicle, the wheel section of the attached wheel drive device resting on the contact surface;

- Driving the wheel hub through the drive section of the

Wheel drive device relative to a movement of its wheel portion;

- Measuring the vehicle functions through the measuring system

Test bench system while driving the vehicle by the wheel drive device.

Furthermore, further claimed process steps can include at least the following points:

T.I Attaching the wheel drive device only to wheel hubs that cannot be driven by the vehicle;

- Blocking the wheels that can be driven by the vehicle by controlling the vehicle brakes using the brake control device; - Measuring electromagnetic generated during the testing process

Radiations at least by means of an antenna device integrated in the test stand system.

A method of assembling a wheel drive device according to one of the preceding aspects, wherein the drive section is formed in two parts and comprises an inner section and an outer section, may comprise the steps of: mounting the inner section on the wheel hub of the vehicle and subsequently mounting the outer section to achieve a positive connection between the two sections.

Short description of the characters

Figure 1A shows an embodiment of the claimed wheel drive device, in a vertical cross section, with an extension piece of a drive section connected to an outside of a rotor element, thus forming an additional inner housing within the drive section;

Figure 1B shows a further embodiment of the claimed

Wheel drive device in a vertical cross section, wherein the extension piece of the drive section is connected to the inside of the rotor element;

Figure 2A shows a three-dimensional view of the wheel drive device of Figure 1A;

Figure 2B shows a three-dimensional view of the wheel drive device of Figure 1B;

Figure 3 shows a schematic representation of an embodiment of the wheel drive device, which does not have its own drive.

Figures 4A and 4B show a stepper motor, which can be integrated in the drive section according to Figures 1A - 2B, in a front and a three-dimensional view.

Figure 5 shows a schematic representation of an embodiment of the claimed test stand system, designed as an EMC test stand;

Figure 6 shows the EMC test stand shown in Figure 5 with additional measurement devices for detecting a rotational movement of a wheel hub to which the wheel drive device shown in Figure 5 is attached.

Figure 7 shows schematically a further metrological device for detecting a rotational movement of a wheel hub, to which, for example, a wheel drive device shown in Figures 1A - 2B is attached.

Figure 8 shows schematically another measurement technology

Device for detecting a rotational movement Wheel hub to which one of the wheel drive devices shown in Figures 1A - 6 is attached.

Figures 9A and 9B show an embodiment according to a further aspect of the claimed wheel drive device in a three-dimensional view, wherein the drive section is constructed in two parts and has an inner and outer part.

Detailed description of preferred embodiments

Exemplary embodiments of the present invention are described in detail below using exemplary figures. The features of the exemplary embodiments can be combined in whole or in part and the present invention is not limited to the exemplary embodiments described. In the figures, the same elements are given the same reference numbers. Therefore, if necessary, a repetitive description is omitted.

Figures 1 and 2 show various embodiments of the wheel drive device 1 set up to drive a vehicle F to be tested in a vehicle test bench in a plurality of cross-sectional views. More specifically, Figures 1A and 2A show a first embodiment of the claimed wheel drive device 1, each in a two- and three-dimensional cross-sectional view with a vertical cross-section, whereas Figures 1B and 2B present a second embodiment in an equivalent representation.

For the purpose mentioned above, the wheel drive device 1 of Figures 1A and 2A has at least one wheel section 2 designed with a receiving wheel and set up to carry the wheel drive device on the vehicle F to be tested, as well as a drive section 4 designed to rotatably drive a wheel hub of the vehicle F, which in the present exemplary embodiment is shown as an internal rotor motor that can be connected directly to the wheel hub.

In the present case, the receiving wheel of the wheel section 2 is initially composed of a rim 8 and a tire 6 clamped on it (in particular a tire approved for road traffic; road tires and/or pneumatic tires), which are used when integrating the Wheel drive device 1 is firmly connected to the wheel hub of the vehicle F to be checked. Thus, analogous to the other vehicle tires of the vehicle F, the forces (e.g. weight forces) generated by the vehicle F can be transmitted evenly to the body or other vehicle elements. In this respect, the additional introduction of the wheel section 2 into the vehicle F to be tested enables an extremely efficient imitation of the force distributions normally present within the vehicle F (ie in general road traffic), which means that a functional test, in particular a test of ADAS functions, can be carried out using the stressed wheel drive device can be carried out under extremely real vehicle conditions.

In order to be able to ensure a movable design of the drive section 4 that is both safe and necessary for driving a respective wheel hub, the wheel section 2 is additionally equipped with a connecting element 10, which in the present case is centrally located in the rim 8 of the receiving wheel of the wheel section 2 is introduced and is provided for integrating the drive section 4 at least into the wheel section 2, in particular with a plurality of radial bearings 13. The radial bearings 13 specifically form an annular or cylindrical guide structure through which a part of the drive section 4, more precisely the extension piece 16, is inserted into the connecting element 10 at one end of the connecting element 10 for movable mounting of the drive section 4 and in a preferred case, at the other end of the connecting element, can be contacted with the wheel hub of the vehicle F to be tested, whereby both a suitable alignment and mounting of the drive section 4 in the wheel drive device 1 is ensured by means of the stressed wheel section 2.

As already noted, the drive section 4 is designed in the present exemplary embodiment as an internal rotor motor connected to the wheel section 2, which in particular generates the advantage that the outer surface of the drive section 4 is present as a rigid, motionless structure and thus No moving elements that are potentially dangerous to outside system parts or operators are disclosed. More precisely, for this purpose, the drive section 4 comprises at least one stator element 12 defining the outer shape of the drive section 4, which in the wheel drive device 1 shown is specifically designed as an annular housing structure, is encased and by means of an additional, equally annular protective housing 11 which is connected to the wheel section 2 integrated drive mechanism is able to rotate a rotor of the corresponding rotor element 14 inserted within the stator element 12 to drive the wheel hub to be connected around a drive axle A shown.

The energy required for this is sent in particular via lines 21 to a line element 20 specifically intended for this purpose and designed on the stator element 12, which is connected directly to the above-mentioned drive mechanism and preferably, by adjusting the energy flow within the stator element 12, which passes through the drive section 4 generated driving forces can regulate. Accordingly, the line element 20 in the present exemplary embodiment is primarily to be seen not only as a contact point for attaching energy lines 21 to the drive section 4, but also as an energy control device integrated within the wheel drive device 1, which, preferably on the basis of implemented control processes, which the stator element 12 supplied energy and thus driving forces generated by moving the rotor of the rotor element 14 can be adjusted.

The type of energy to be used is not further limited in the present embodiment. In preferred exemplary embodiments, however, the energy supplied to the line element 20 can in particular be energy generated on an electrical, pneumatic or hydraulic basis, which can be forwarded to the drive section 4, for example by introducing an electrical current or a hydraulic or pneumatic pressure, so that the drive mechanism and the design designed for this purpose Drive section 4 can change depending on the type of energy to be used. In this respect, the internal rotor motor shown in Figures 1 and 2 can be designed, for example, as an electric motor provided with line windings, but in other cases also as a pneumatic or hydraulic motor based on pressure, for example.

The rotor element 14 set up to drive the respective wheel hub further comprises, as already described, a rotor which is embedded in the stator element 12 and is equally annular and which is designed to be rotatable about the drive axis A within the stator element 12 by means of the previously mentioned drive mechanism and is therefore designed for movement The torque designed by the wheel hub to be driven is generated. As can be seen explicitly in Figures 1 and 2, the drive axle A is in particular aligned in such a way that it equally coincides with the axis of rotation of the wheel hub to be moved, so that the forces generated by the rotor element 14 are primarily directed to the drive shaft directly and without further orientation elements of the vehicle F to be tested can be passed on. Since, due to the illustrated orientation of the rotor element 14, the orientation of the annular stator element 12 (i.e. at least one longitudinal axis of the stator element) is also aligned plane-parallel to the axis of rotation of the wheel hub and thus to the longitudinal axes of the receiving wheel of the wheel element 2, an extremely efficient device design is also achieved possible because the body of the drive section 4 can be brought as close and compact as possible to the receiving wheel of the wheel section 2.

In the present exemplary embodiment, the transmission of the rotary movement generated by the rotor of the rotor element 14 is also achieved by means of the extension piece 16 already mentioned and functioning as an intermediate connection between the wheel hub and the rotor of the rotor element 14. More precisely, the latter extension piece 16 in the exemplary embodiment shown in FIGS. 1A and 2A is for this purpose as a ring-shaped or hole-cylindrical structure positioned radially within the rotor element 14 designed, which can be connected at one end to a formed contact surface 18 with the wheel hub of the vehicle F to be tested, and at the other end is attached to the rotor of the rotor element 14 by means of releasable fixing mechanisms (in the case shown using simple screw connections). In order to enable power transmission with as little loss as possible and a precise alignment of the drive section 4 to the wheel hub, at least part of the extension piece 16 is also rotatably mounted on bearing surfaces in the radial bearings 13 of the connecting element 10 of the wheel section 2, so that by moving the rotor of the Rotor element 14 and the resulting movement of the extension piece 16 (equally around the drive axle A), driving the wheel hub connected to the extension piece 16 is made possible, but the receiving wheel of the wheel section 2 remains completely stationary during the entire drive process.

If a respective wheel hub is to be driven by means of the present wheel drive device 1, the extension piece 16 connected to the rotor section 4 is first firmly connected to the wheel hub of the vehicle F, whereby, due to the previously described storage of the extension piece 16 in the connecting element 10 of the wheel section 2, the receiving wheel of the wheel section 2 is integrated into the vehicle F in a fixing manner. If the rotor of the rotor element 14 is then set in motion by means of the drive mechanism of the drive section 4, the extension piece 16 is then moved around the drive axle A based on the direct connection of the rotor to the extension piece 16 (and consequently the wheel hub of the vehicle F). In this way, a torque generated by the drive section 4 and adapted directly to the axis of rotation of the wheel hub is transferred to the wheel hub or the corresponding drive shaft of the vehicle F to be tested at the contact surface 18. In this respect, the construction of the wheel drive device 1 described above results in extremely high energy -efficient, compact and, in particular, safe drive mechanism for testing a vehicle F in a test bench, which, due to the direct contact with the wheel hub of the vehicle F, not only any dangerous ones Efficiently replacing roller and/or belt drives, but also enabling ADAS tests on fully functional steering mechanisms.

In the embodiment shown in Figures 1A and 2A, the wheel drive device 1 is additionally provided with a mechanical sensor device 22, which in the given case is designed as a mechanical rotary encoder positioned within the rotor element 14.

The rotary encoder of the sensor device 22 is connected to the extension piece 16 and thus to the wheel hub of the vehicle F to be tested by means of a transmission element 24 which is also positioned within the rotor element 14, in this case designed as a rotatable connecting rod which rests equally centrally on the drive axle A. If the wheel hub is driven by the drive section 4 by means of the drive mechanism described above, the transmission element 24 also rotates with the rotational movement of the extension piece 16 or the wheel hub and can thus change the respective drive properties, for example by translating the rotation of the transmission element 24 into a Transmission implemented within the sensor device 22 to the sensor device 22. The latter is also able to analyze the transmitted rotational movement by means of sensor elements also integrated in the sensor device 22 and to transmit it as adaptation information to the previously described control elements.

Figures 1B and 2B also show a further embodiment of the wheel drive device 1 described, in which, in comparison to the exemplary embodiment of Figures 1A and 2A, the connection structure between the extension piece 16 and the rotor of the rotor element 14 of the drive section 4 has been changed. More specifically, the first embodiment of Figures 1A and 2A provides in particular that the extension piece 16 is explicitly attached to the radial outside, that is, to the side of the rotor facing away from the vehicle F and/or the wheel hub, by means of an annular flange 2Q to be fixed to the rotor, so that the extension piece 16 in particular forms a casing spanning the entire inner surface of the drive section 4 and thus enables improved protection of the rotor element 14 underneath. In comparison, the fixation of the extension piece 16 on the rotor of the embodiment shown in FIGS. 1B and 2B is provided on the radial inside, that is, on the side of the rotor aligned with the vehicle F or the wheel hub, whereby primarily the rotational movement The force arm acting on the wheel hub of the rotor is further shortened and the torque to be used can therefore be passed on to the wheel hub even more directly and without loss.

3 shows a preferred embodiment of the wheel drive device 1, which essentially corresponds to the embodiment in FIG. 2A or 2B but is equipped without its own drive. The modified wheel drive device (or mounted rim) can be used in particular to connect wheel hubs of the vehicle which can be or are driven by the vehicle itself. Depending on the vehicle to be tested (rear-wheel drive, front-wheel drive, all-wheel drive, etc.), a combination of wheel drive device 1 with and without drive (motor or internal rotor motor) can be used. The connection of the wheel drive device 1 shown can be achieved, for example, via the connection flange 5. According to one aspect of an embodiment, a test stand for testing at least one vehicle F in stationary operation is thus proposed. The test stand is set up in such a way that only (exclusively) the wheels (or wheel hubs that cannot be driven) that are not driven by the vehicle F are provided with a driven wheel drive device 1 and are driven; and the wheels driven by the vehicle F itself can be braked and synchronized by means of a non-drive wheel drive device 1 and control of the vehicle brakes by an external brake control device. Figures 4A and 4B show an exemplary embodiment of a stepper motor 4a, which can be integrated in the drive section 4 according to Figures 1A - 2B. The stepper motor 4a is shown in a front view (FIG. 4A) and in a three-dimensional view (FIG. 4B). In both illustrations, a front part of a housing 11a of the stepper motor 4a is removed so that parts of its rotor 14a and stator 12a are visible. The rotor 14a includes a ring gear made of magnetically soft iron, in which a permanent magnet can be arranged (not shown). The stator has a plurality of toothed pole pieces 12aa, which are provided with windings (not shown) which can be switched on and off in a targeted manner. The rotor 14a and the stator 12a have a different number of teeth so that when a stator winding is switched on, a tangential attraction is always exerted on the rotor teeth located nearby and thus a rotary movement can be generated. The rotor 14a usually has fewer teeth than the stator 12a. In the present case, the rotor 14a has 30 teeth and the stator 12a has 36 teeth (3-phase motor with 9 pole pieces - 4 teeth).

The stepper motor 4a rotates one step further with each polarity reversal of the stator windings, so that a step angle can be precisely determined based on their control. The step angle corresponds to a rotation of a motor shaft (not shown) of the stepper motor 4a during a step, measured in degrees. The polarity reversal of the stator windings can be done so quickly using a suitable inverter circuit (not shown) that the required speeds for vehicle testing can be set.

As is known, the stator windings of the stepper motor 4a can be controlled using different methods (eg wave drive, full step, half step or microstep), which results in different step angles. In general, the higher the number of permanent magnets (here designed as teeth) on the rotor 14a, the smaller the step angle. For example, if the motor is operated in full step mode, in the illustrated case of a stepper motor 4a with 30 teeth on the rotor 14a and 9 stator windings, a step angle of 360°/30/9 = 1.33°, from which the speed of the motor 4a and thus the rotational movement of the wheel hub can be determined precisely.

5 also shows a schematic representation of an embodiment of a test stand system P that is subject to the same stress and uses the wheel drive device 1, in which a vehicle F to be tested is tested for predefined vehicle functions, for example ADAS functions.

The test stand system P provides at least one contact area 100 on which the vehicle F to be tested, more precisely, the respective vehicle wheels of the vehicle F, is positioned and on which the vehicle F is analyzed by means of a measuring system (not shown) which is equally integrated within the test stand system P becomes.

In order to ensure a suitable drive of the drive shafts of the vehicle F, in the present system the four wheel hubs present on the vehicle F have each been provided with one of the previously described wheel drive devices 1, so that direct movement of the respective ones is achieved by the drive mechanism already mentioned above Drive shafts can be made possible. In other words, in the exemplary embodiment shown, both a front and a rear axle of the vehicle F shown are driven by means of the wheel drive devices 1. In further exemplary embodiments, however, it may also be equally possible for the wheel drive device 1 to be integrated only on predefined wheel hubs, for example the wheel hubs that cannot be actively driven by the vehicle's own motor, so that any problems caused by the drive are eliminated by decoupling the external drive from the vehicle transmission Feedback damage can be effectively avoided.

In order to also provide the energy required for the wheel hub drive, the present test stand system P further comprises a series of motor devices explicitly embedded in or under the contact surface, which are connected by means of Line element 20 of the wheel drive device 1 connected, preferably freely movable energy lines 21, enable a constant energy supply that is also set up for mobile positioning of the wheel drive devices 1. More specifically, the test bench system P shown or the motor device for this purpose provides a combination of motor 110a/110b and hydraulic pump 112a/112b, so that the energy lines 21 in this case are designed as hydraulic hoses and by means of the respective motors 110a/110b driven pumps 112a/112b, predefined hydraulic pressures set up for selective movement of the wheel hub can be introduced into the wheel drive device 1. For this purpose, a hydraulic motor 4ba/4bb is integrated in the wheel drive device 4, which can convert the hydraulic pressures generated by the pump 112a/112b into mechanical energy for driving the wheel hub or the associated drive shaft of the vehicle F. In other words, the pumps 112a/112b driven by the motors 110a/110b, together with the hydraulic motors 4ba, 4bb provided on the wheel hubs of the vehicle F, form a hydraulic drive of the drive section 4. The construction described above generates the particular advantage that Due to the non-electric drive type of the claimed wheel drive device 1, any electrical interference radiation is avoided and the test processes to be used, in particular for testing EMC properties within the vehicle F, can therefore be carried out even more precisely. The regulation of the corresponding amounts of energy to be used (here, for example, the strength of the hydraulic pressure) is, as already mentioned, preferably ensured by the control device integrated in the respective wheel drive device 1. In cases of larger test bench systems P, in particular equipped with a plurality of wheel drive devices 1 to be used, it may also be possible to carry out respective adaptation processes, in particular together with the control of further test mechanisms (e.g. control of the measuring system), centrally, for example by a centralized control unit , to be carried out, which also allows an extremely effective automation process to be generated within the claimed test bench system P. Further advantages of the integrated wheel drive devices 1 also arise from the freely movable properties of the wheel hubs connected to them or the recording wheels integrated in the wheel drive device 1: Since the drive of the vehicle shafts to be used in the present test bench system P is directly on the wheel hub of the vehicle F is contacted and the vehicle F continues to have a pick-up wheel provided by the wheel section 2 and supporting the vehicle body, the test stand shown does not require any further drive elements that restrict the vehicle functions (e.g. a roller drive that prohibits steering of the vehicle), so that the pick-up wheels provided by the wheel section 2 can still be moved freely and to simulate any movement functions, such as checking automatic parking aids or lane assistance systems.

In order to be able to use this advantage in the present test stand system P, the contact area 100 of the test stand shown is further provided with one or a plurality of turntables 102, on which a respective vehicle wheel of the vehicle F to be tested is positioned and by means of mechanisms integrated in the turntable 102 can be deflected to simulate predefined steering or adjustment movements. For example, the turntables 102 shown in Figure 5 provide for the vehicle wheels of the wheel drive device 1 placed on them and connected to the vehicle F to be pivoted at least about a vertical axis of rotation V, so that an extremely simple imitation of respective vehicle steering movements can be carried out in the test stand system P shown . In further exemplary embodiments, however, it may also be possible to move selected turntables 102 not only about a vertical axis V, but also about at least one horizontal rotation or even pivot axis, so that any shear forces that may occur in driving processes can also be efficiently simulated. In addition, since the positioned vehicle wheels, due to the drive mechanics shown, are driven throughout the entire drive by the Wheel drive device 1 is fixed, no further vehicle fixations are necessary during the above-mentioned process. In preferred exemplary embodiments, however, in order to support the prevention of any rolling processes of the vehicle F, additional fixing devices can also be inserted on the contact surface 100 or the turntables 102 or the vehicle F can be fixed at a predefined position using the brake control device described above via the vehicle's internal brakes.

In order to be able to be used equally for any EMC testing processes, the test bench system P shown in FIG absorb electromagnetic waves or radiation and thus ensure a closed testing and measuring environment that is electromagnetically separated from the environment. In order to be able to detect the electromagnetic compatibility of various vehicle elements, the present test stand system P further comprises at least the antenna device 106, designed as a controllable, adjustable and focusable antenna, which is set up to detect any signals emanating from selected vehicle elements or at least the entire vehicle F Identify (interference) emissions and transmit them to the measuring system, for example an evaluation device implemented in the measuring system, for further analysis. In particular, the vehicle F can be specifically electromagnetically irradiated in the absorber chamber 108 in order to test the interference immunity of its components (EMC - electromagnetic compatibility). If the vehicle is, for example, an electric vehicle, a test can also be carried out in the absorber chamber 108 with regard to electromagnetic interference (EMI) emanating from the vehicle.

Figure 6 shows again the EMC test stand shown in Figure 5, which in the embodiment shown here has additional measurement devices. On the one hand, this is a rotary encoder 113, which is in the hydraulic drive of the front axle of the vehicle F is attached to the motor 110a of the pump 112a, and on the other hand a volume flow measuring device 114, which is arranged in the hydraulic drive of the rear axle of the vehicle F. The volume flow measuring device 114 can be, for example, a volumetric or a Coriolis measuring system. Any other measuring principle/measuring system for determining a fluid volume flow is also possible.

The pump 112a, which generates the hydraulic pressure to drive the front axle of the vehicle F, is shown by way of example as a pump with a constant displacement volume (sucking volume), while a displacement volume of the pump 112b for providing the hydraulic pressure on the rear axle is variably adjustable (indicated by the oblique arrow on element 112b). For example, the pump 112a may be a gear pump, while the pump 112b may be, for example, an axial piston pump.

In the first case, the wheel drive device 4 can determine the rotational movement of the wheel hub on the front axle of the vehicle F based on a speed of the pump 112a measured by the rotary encoder 113. The speed of the hydraulic motor 4ba can then be determined based on the measured speed of the pump 112a and the ratio of the displacement volume of the pump 112a and the hydraulic motor 4ba. The hydraulic efficiencies of hydraulic pump 112a and hydraulic motor 4ba can also be taken into account.

In the case of the variable displacement pump in the hydraulic drive of the rear axle of the vehicle F, the wheel drive device 4 can determine the rotational movement of the wheel hub in a known manner based on the fluid volume flow of the hydraulic drive detected by the volume flow meter 114, ie from the fluid volume flow through the hydraulic pump 112b and the hydraulic motor 4bb flows. This can, for example, be transmitted to the control device of the wheel drive device 4, which can calculate a speed of the same, for example using the displacement volume of the hydraulic motor 4bb. Figure 7 shows schematically a further metrological device for detecting a rotational movement of a wheel hub, to which, for example, a wheel drive device shown in Figures 1A - 2B is attached. The metrological device shown can be used to determine a speed of an electric motor of the drive section 4 in order to infer the rotational movement of the wheel hub. Shown are an inverter 36 for providing an operating voltage required to drive the electric motor or for generating a three-phase alternating current, a measuring device 32 for detecting the voltages 30 and currents 31 provided by the inverter 36, a control device 32 of the wheel drive device 1, which is connected to the inverter 36 via a data line 35. By detecting and evaluating the voltages 30 and currents 31 on/in the lines to the individual windings of the electric motor, the control device 32 can, for example, determine a rotation angle 33 and a speed 34 of the same. These variables can subsequently be sent via the data line 35 to the inverter 36, which can use them to control the electric motor.

Figure 8 shows schematically another metrological device for detecting a rotational movement of a wheel hub, to which one of the wheel drive devices shown in Figures 1A - 6 is attached. The metrological device shown here can be used regardless of the embodiment of the drive section 4, since it determines the rotational movement of the wheel hub from the vehicle operating parameters.

A vehicle F is shown, which has a bus system 40 for transmitting operating parameters of the vehicle F between its various control devices (not shown). The operating parameters of the vehicle F, which can be used to determine the rotational movement of the wheel hub, include, for example, a drive torque of the vehicle F, a wheel speed, a vehicle speed, etc. These variables can either be determined using sensors mounted on the vehicle (not shown) and/or in one or more vehicle control units (e.g Engine control unit, ADAS control unit(s) can be calculated. For example, the wheel speed of the vehicle F can be measured by a corresponding vehicle sensor and sent to the individual control devices via the bus system 40, which can be, for example, a CAN bus (Controller Area Network). With the help of a suitable measuring/diagnostic device 42 (for example with a “CANalyzer”), the bus system 40 can be accessed, for example via an adapter 41, in order to record suitable variables 43 for determining the rotational movement of the wheel hub, such as the wheel speed. Alternatively or additionally, an interface provided in the vehicle for on-board diagnostics (OBD interface, not shown) can be used to record the operating parameters.

Figures 9A and 9B show an embodiment according to a further aspect of the claimed wheel drive device in a three-dimensional view. In the exemplary embodiment shown here, the drive section 4 is constructed in two parts and has an inner section 50 and an outer section 51. All other elements of the wheel drive device 2 are identical to those shown in Figures 1A - 2B.

In particular, FIG. 9A shows the two individual sections 50, 51 of the two-part drive section 4, while FIG. 9B shows this in an assembled state. The rotor element 14, the stator element 12, the extension piece 16 and the radial bearings 13 are attached to the outer drive section 51. This is connected to the rim 8 of the wheel drive device 2, on which the tire 6 (in particular an approved road tire) is clamped (see Figure 9A). In addition, the outer drive section 51 in the exemplary embodiment shown has a spline hub 51a, which is designed to be positively connected to a corresponding spline shaft 50a of the inner drive section.

When assembling the drive section 4 shown here, the inner section 50 is first attached to the wheel hub of the vehicle F and then the outer section 51 is pushed onto its spline shaft 50a in order to establish a positive connection between the two sections 50, 51. Any other solvable Connection between the inner and outer sections 50, 51 of the drive section 4 is also possible. In this way, since the inner section 50 can be screwed on in advance, assembly of the drive section 4 on the wheel hub of the vehicle F can be made significantly easier. All other advantages of the previously described wheel drive device 2 are also present in the present case.

Further combinable aspects of the invention can be described as follows: A wheel drive device 1 for driving at least one vehicle F in stationary operation for a vehicle test bench, in particular an ADAS test bench, can comprise: a wheel section 2 equipped with at least one pickup wheel; a drive section 4 connected to the wheel section 2 for rotationally driving a wheel hub of the vehicle F about at least one drive axle A; wherein the drive section 4 is designed to be attachable to the wheel hub of the vehicle F; and the drive section 4 is rotatably mounted on the wheel section 2.

The wheel driving device 1 according to aspect 1, wherein the driving section 4 includes at least a rotor element 14 and a stator element 12; and the stator element 12 is connected to the wheel section 2 and the rotor element 14 is designed to be fixable on the wheel hub of the vehicle F.

The wheel drive device 1 according to aspect 2, wherein the stator element 12 forms an annular housing 11 in which the rotor element 14 is movably positioned; and the rotor element 14 is set up to rotate at least parallel to the drive axis A of the wheel hub within the stator element 12 and to drive the wheel hub by means of the rotary movement.

The wheel drive device 1 according to at least one of the preceding aspects, wherein the wheel drive device further comprises a sensor device 22 for detecting at least one rotational movement of the wheel hub; where the Sensor device 22 is connected to the wheel hub via a rotatable transmission element 24, which is set up to rotate along at least the drive axle A with the rotational movement of the wheel hub; and the sensor device 22 is set up to detect the rotational movement of the wheel hub by detecting the rotation of the rotatable transmission element 24.

The wheel drive device 1 according to at least aspect 2, wherein the sensor device 22 is connected at least to both the rotor element 14 and/or the wheel hub and the stator element 12; and the sensor device 22 is set up to detect the rotational movement of the wheel hub relative to the movement of the stator element 12 and/or the wheel section 2.

The wheel drive device 1 according to at least aspect 2, wherein the wheel section 2 comprises at least one connecting element 10 for releasably integrating the drive section 4 into the wheel section 2; wherein the connecting element 10 comprises at least one bearing 13; and the connecting element 10 for integrating the drive section 4 into the wheel section 2, the rotor element 14 of the drive section 4 is rotatably supported in the at least one radial bearing 13.

The wheel drive device according to at least aspect 6, wherein the stator element 12 of the drive section 4 is fixedly connected to the connecting element 10 of the wheel section 2; and the rotor element 14 comprises at least one projecting extension piece 16, which forms a bearing surface that can be inserted into the at least one bearing 13 of the connecting element 10; and wherein the extension piece 16 forms a contact surface 18 for contacting the rotor element 14 with the wheel hub.

The wheel drive device 1 according to at least one of the preceding aspects, wherein the drive section 4 comprises at least one line element 20 for supplying the drive section 4 with energy, wherein the Drive section 4 is driven electrically, pneumatically and / or hydraulically.

A test bench system P for functional testing of a vehicle F in stationary operation, in particular for testing ADAS functions of a motor vehicle, comprising: at least one contact surface 100 for positioning the vehicle F to be tested in the test bench system P; a measuring system set up to measure vehicle functions, in particular ADAS functions; and at least one wheel drive device 1 according to aspect 1, wherein the at least one wheel drive device 1 for driving a wheel hub of the vehicle F to be tested is attached to at least one wheel hub, the wheel section 2 of the attached wheel drive device 1 being contacted on the contact surface 100.

The test stand system P according to at least the preceding aspect, wherein the contact surface 100 comprises at least one turntable 102 for receiving a wheel, in particular the receiving wheel of the wheel section 2 of the wheel drive device 1; wherein the turntable 102, for simulating and/or measuring steering forces and for measuring the wheel angle, is designed to be rotatable at least along a vertically oriented axis of rotation V, and wherein the turntable is preferably connected to a drive for this purpose.

The test bench system P according to at least one of the preceding aspects, wherein the test bench system P comprises at least one brake control device for externally controlling the vehicle brakes of the vehicle F to be tested; wherein the brake control device is designed to be connectable to at least one brake cylinder of the vehicle F; and the brake control device is set up to control the vehicle brakes of the vehicle F according to predefined process steps.

The test bench system according to at least one of the preceding aspects, wherein the measuring system for checking electromagnetic immunity additionally comprises at least one antenna device 106 for measuring electromagnetic radiation occurring during vehicle testing and/or an absorber chamber 108 for absorbing external electromagnetic radiation; wherein the antenna device 106 is set up to detect the electromagnetic radiation emanating from the entire vehicle F to be tested and/or from predefined elements of the vehicle F.

Test stand system for testing at least one vehicle F in stationary operation, the test stand system being set up in such a way that only the wheels not driven by the vehicle F are provided with a wheel drive device 1 and are driven; and the wheels driven by the vehicle F itself can be braked and synchronized by controlling the vehicle brakes by an external brake control device.

Method for functional testing of a vehicle F, in particular for testing ADAS functions of a motor vehicle, in stationary operation using the test bench system P, the method comprising the steps: positioning the vehicle F on the contact area 100, preferably on turntables 102 positioned along the contact area 100; Attaching the wheel drive device 1 to the vehicle F by fixing the drive section 4 of the wheel drive device 1 to at least one wheel hub of the vehicle F, the wheel section 2 of the attached wheel drive device 1 resting on the contact surface 100; driving the wheel hub by the drive section 4 relative to a movement of the wheel section 2; Measuring the vehicle functions by the measuring system while driving the vehicle F by the wheel drive device 1.

The method according to the preceding aspect, further comprising the steps: attaching the wheel drive device 1 only to wheel hubs that cannot be driven by the vehicle F; Braking the wheels that can be driven by the vehicle F by externally controlling the vehicle brakes using the brake control device; Measuring during the testing process generate electromagnetic radiation by means of at least one antenna device 106 integrated in the test stand system FP.

Present aspects, features, components and specific details may be interchanged and/or combined to create additional embodiments depending on the intended use. Any modifications that are within the knowledge of those skilled in the art are implicitly disclosed in the present description.

Claims

Expectations

1. Wheel drive device (1) for a vehicle test bench for driving at least one vehicle (F) in stationary operation, comprising: a wheel section (2) equipped with at least one receiving wheel; a drive section (4) connected to the wheel section (2) for rotationally driving a wheel hub of the vehicle (F) about at least one drive axle (A); wherein the drive section (4) is designed to be attachable to the wheel hub of the vehicle (F); and the drive section (4) is rotatably mounted on the wheel section (2).

2. Wheel drive device according to claim 1, wherein the wheel drive device (1) is set up to determine a rotational movement of the wheel hub based on one or more parameters of the drive section (4) and / or the vehicle.

3. The wheel drive device (1) according to claim 1 or 2, wherein the drive section (4) has at least one electric drive and the wheel drive device is set up to determine the rotational movement of the wheel hub based on current current and voltage values of the electric drive.

4. The wheel drive device (1) according to claim 3, wherein the electric drive comprises a stepper motor and the wheel drive device is configured to determine the rotational movement of the wheel hub based on a step frequency of the stepper motor.

5. The wheel drive device (1) according to claim 1, wherein the drive section (4) has at least one hydraulic drive and the wheel drive device is configured to determine the rotational movement of the wheel hub based on a fluid volume flow of the hydraulic drive.

6. The wheel drive device (1) according to claim 5, wherein the hydraulic drive comprises a pump with a constant displacement volume and the wheel drive device is configured to determine the rotational movement of the wheel hub based on a speed of the pump.

7. The wheel drive device (1) according to any one of the preceding claims, wherein the drive section (4) comprises at least a rotor element (14) and a stator element (12); and the stator element (12) is connected to the wheel section (2) and the rotor element (14) is designed to be fixable on the wheel hub of the vehicle (F).

8. The wheel drive device (1) according to claim 7, wherein the stator element (12) forms an annular housing (11) in which the rotor element (14) is movably positioned; and the rotor element (14) is set up to rotate at least parallel to the drive axis (A) of the wheel hub within the stator element (12) and to drive the wheel hub by means of the rotary movement.

9. The wheel drive device according to claim 7 or 8, wherein a sensor (22) is provided which is set up to directly determine a rotational movement of the wheel hub, and wherein the sensor (22) is preferably on the rotor element (14) or between the stator and rotor element (14) is provided.

10. The wheel drive device (1) according to at least claim 8, wherein the wheel section (2) comprises at least one connecting element (10) for releasably integrating the drive section (4) into the wheel section (2); wherein the connecting element (10) comprises at least one bearing (13); and the connecting element (10) for integrating the drive section (4) into the wheel section (2), the rotor element (14) of the drive section (4) is rotatably supported in the at least one radial bearing (13).

11. The wheel drive device (1) according to at least claim 10, wherein the stator element (12) of the drive section (4) is fixedly connected to the connecting element (10) of the wheel section (2); and the rotor element (14) comprises at least one projecting extension piece (16), which forms a bearing surface that can be inserted into the at least one bearing (13) of the connecting element (10); and wherein the extension piece (16) forms a contact surface (18) for contacting the rotor element (14) with the wheel hub.

12. The wheel drive device (1) according to claim 1 or 2, wherein the wheel drive device (1) is set up to determine a rotational movement of the wheel hub based on parameters which are detected via one or more sensors of the vehicle (F).

13. The wheel drive device (1) according to at least one of the preceding claims, wherein the drive section (4) is integrated into a vehicle rim (8) of the vehicle (F) and the vehicle rim (8) has tires, in particular rubber tires.

14. Wheel drive device for a vehicle test bench for driving at least one vehicle (F) in stationary operation, comprising: a wheel section (2) equipped with at least one pickup wheel; a drive section (4) connected to the wheel section (2) for rotationally driving a wheel hub of the vehicle (F) about at least one drive axle (A); wherein the drive section (4) is rotatably mounted on the wheel section (2) and has an inner section (50) which is designed to be attachable to the wheel hub of the vehicle, and has an outer section (51) which is attached to the inner section (50 ) is designed to be attachable. The wheel drive device (1) according to at least one of the preceding claims, wherein the drive section (4) is designed in two parts and comprises an inner section (50) and an outer section (51), and in particular the drive section (4) is designed such that During assembly, the inner section (50) is first attached to the wheel hub of the vehicle (F) and then the outer section (51) is attached in order to achieve a positive connection between the two sections (50, 51). A test stand system (P) for functional testing of a vehicle (F) in stationary operation, comprising: at least one contact surface (100) for positioning the vehicle (F) to be tested in the test stand system (P); a measuring system set up to measure vehicle functions; and at least one wheel drive device (1) according to at least one of claims 1 to 15, wherein the at least one wheel drive device (1) for driving a wheel hub of the vehicle (F) to be tested is attached to at least one wheel hub, wherein the wheel section (2) of attached wheel drive device (1) is contacted on the contact surface (100). The test stand system (P) according to at least claim 16, wherein the contact surface (100) comprises at least one turntable (102) for receiving a wheel, in particular the receiving wheel of the wheel section (2) of the wheel drive device (1); wherein the turntable (102), for simulating and/or measuring steering forces and for measuring the wheel angle, is designed to be rotatable at least along a vertically oriented axis of rotation (V), and wherein the turntable is preferably connected to a drive for this purpose. The test bench system (P) according to at least one of claims 16 or 17, wherein the test bench system (P) comprises at least one brake control device for externally controlling the vehicle brakes of the vehicle (F) to be tested; wherein the brake control device is designed to be connectable to at least one brake cylinder of the vehicle (F); and the brake control device is set up to control the vehicle brakes of the vehicle (F) according to predefined process steps. The test bench system according to at least one of the preceding claims 16 to 18, wherein the measuring system for checking electromagnetic immunity additionally comprises at least one antenna device (106) for measuring electromagnetic radiation occurring during vehicle testing and/or an absorber chamber (108) for absorbing external electromagnetic radiation ; wherein the antenna device (106) is set up to be used by the entire vehicle (F) to be tested and/or by predefined ones To detect electromagnetic radiation emitted from elements of the vehicle (F).

20. Test stand system for testing at least one vehicle (F) in stationary operation, the test stand system being set up in such a way that only the wheels not driven by the vehicle (F) are provided with a wheel drive device (1) in order to drive only those of the vehicle (F) drive non-driven wheels; and the test stand system comprises an external brake control device, wherein the external brake control device is set up to brake and synchronize the wheels driven by the vehicle (F) itself by controlling the vehicle brakes.

21. Method for functional testing of a vehicle (F) in stationary operation using the test bench system (P) according to claim 16, the method comprising the steps:

Positioning the vehicle (F) on the contact area (100), preferably on turntables (102) positioned along the contact area (100);

Attaching the wheel drive device (1) to the vehicle (F) by fixing the drive section (4) of the wheel drive device (1) to at least one wheel hub of the vehicle (F), the wheel section (2) of the attached wheel drive device (1) being on the contact surface ( 100) rests;

driving the wheel hub by the drive section (4) relative to movement of the wheel section (2);

Measuring the vehicle functions by the measuring system while driving the vehicle (F) by the wheel drive device (1).

22. The method according to claim 21 further comprising the steps: Attaching the wheel drive device (1) only to wheel hubs that cannot be driven by the vehicle (F);

Braking the wheels that can be driven by the vehicle (F) by externally controlling the vehicle brakes using the brake control device;

Measuring electromagnetic radiation generated during the testing process by means of at least one antenna device (106) integrated in the test stand system (FP).