Abstract: A test apparatus for simulating road conditions for a motor vehicle. The test apparatus includes a platform, a pair of roller assemblies, and a driveshaft. The pair of roller assemblies are coupled to the platform. Each pair of roller assemblies being configured to receive a pair of wheels of the motor vehicle. The driveshaft is secured between the pair of roller assemblies and is configured to transmit rotary power from one of the pair of roller assemblies to the other of the pair of roller assemblies. An orientation of the platform is adjustable.

Abstract: An internal combustion engine control device including an oxidation catalyst heating value estimation unit 88A, a NOx catalyst heating value estimation unit 88B, an oxidation catalyst temperature estimation unit 88C, a NOx catalyst temperature estimation unit 88D, and switches 801, 802, 803 that switch between an enabled state in which processing performed by the oxidation catalyst heating value estimation unit 88A and the oxidation catalyst temperature estimation unit 88C is executed and a disabled state in which the processing performed by the oxidation catalyst heating value estimation unit 88A and the oxidation catalyst temperature estimation unit 88C is not executed, wherein the control device is configured to be applied to both an exhaust gas purification system including an NOx-occlusion-reduction-type catalyst and an oxidation catalyst and an exhaust gas purification system including the NOx-occlusion-reduction-type catalyst and not including the oxidation catalyst.

Abstract: A method of testing a braking device in a drivetrain of a vehicle which includes at least one tractive element coupled to a traction motor. The method includes: (a) applying the braking device to a tractive element of the vehicle; (b) using an electronic controller, causing the traction motor to apply a predetermined force to the tractive element; and (c) using the controller, monitoring the tractive element for movement while the force is being applied. A dynamic braking or “retarder” function may also be tested. A system for carrying out the method is provided.

Abstract: A device with at least a supporting arrangement is coupled to a movement-system making the upper-plate moving. The device is characterized in that it includes a mechanism by which the supporting arrangement may be moved vertically thanks to the operation of a movement-system, whereby this mechanism comprises at least the following elements: a ball-housing with a ball; a threshold-block with a bearing surface on which the ball rests.

Abstract: A method and apparatus for guiding an operator in the alignment of the wheels of an automotive vehicle which has been either modified from a original manufacturer configuration, or for which no previously established alignment settings are known. Initially, the operator identifies known information about the vehicle and selects a desired characteristic of the vehicle for which the vehicle alignment is to be optimized. A set of initial alignment settings are presented to the operator, based upon the selected characteristic for the vehicle, and the vehicle alignment is adjusted thereto. One or more subsequent measurements of the vehicle are acquired. Alignment adjustments to further improve the selected characteristic, identified in response to the vehicle measurements are presented to the operator. The process of alignment adjustment, measurement, and presented adjustments is repeated until an optimal alignment setting for the selected characteristic is reached.

Abstract: A test stand for motor vehicles, having a tipping device. The tipping device has a lower frame unit (13) and an upper frame unit (6) that can be tipped relative to the lower frame unit. The tipping device is further provided with four lifting units (17) disposed in the corner zones (7, 8, 9, 10) of the frame units.

Abstract: A system for servicing a racing car or other car at a track, other race course, or similar destination employs an open platform for supporting the car by its tires in a horizontal position. The platform supports the car, and is itself supported by a crawler, in a carrier vehicle, for example a truck or trailer, when the carrier vehicle is transporting the car. The crawler and platform are also used to unload and load the car from and into the carrier vehicle. To unload the car at the destination, the crawler, with the platform and car on it, is driven out of the carrier vehicle and onto the ground. Next, the platform is elevated by extending its legs so that it rises off, is spaced from, and straddles the crawler. Then the crawler is driven out from under the platform. Then the platform is lowered to the ground, where it is used as a lift to elevate the car so that its undercarriage may be accessed. The platform may also be used to tune the chassis of the car.

Abstract: A crawler vehicle for inspection of the floor of a tank partially filled with a liquid includes telemetry carried by a tether between the vehicle and the remote station for communication of data and control signals between the vehicle and personnel within the station. The vehicle carries a Hall-effect sensor to sense anomalies in a magnetic flux outside the plate resulting from pitting within the plate. An array of ultrasonic transducer probes provides a detailed picture of the defect. A proximity sensor determines the presence of a step abutment between contiguous plates to command for a retraction of the magnet to prevent collision with the step abutment. A pressure sensor measures the depth between the vehicle and a planar surface of the liquid, used as a reference plane, to determine a degree of flatness of the floor and the presence of any settling of the floor.

Abstract: A digital turn plate apparatus for aligning steering systems of wheeled devices. The turn plate apparatus has a rotational degree of motion for determining the angle of wheel alignment. The turn plate apparatus also has lateral and longitudinal degrees of motion to accommodate the lateral and longitudinal motion of the bottom of tires which can occur during turning or when the suspension is compressed. The turn plate apparatus generally includes a base, a top plate, a handle plate, a lower middle plate, a potentiometer, and a digital display mechanism. The top plate is rotatably mounted to the handle plate and is functionally engaged with the potentiometer. The turn plate apparatus digitally displays the rotational position of the top plate to within a tenth of a degree. The handle plate is constructed to have a longitudinal degree of motion with respect to the base and the lower middle plate is constructed to have a lateral degree of motion with respect to the base.

Abstract: A remote system (10)/method for testing vehicle brake or brake system performance of vehicles (30) driving past a testing module (36) adjacent a test roadway (28A) is provided. Preferably, the system/method is associated with a typical highway weight station (14-22) and includes a brake testing area (28) located in series between the usual weight scales (18) and a ramp (22) back onto a highway.

Abstract: A roller brake dynamometer includes shuttle wheels which engage the dynamometer rollers and are movable between raised and lowered ground engaging positions. The shuttle wheels may be rotated in the same or opposite directions to move the dynamometer forwardly, rearwardly or turn it about its own axis. A dynamometer transport trailer includes an endless conveyor chain running the length of the center of the tiltable trailer bed which includes a tongue engagable with the dynamometer frame for pulling the dynamometer on to and off of the trailer bed.

Abstract: The brakes of a two-axle vehicle are tested by weighing the vehicle and measuring the braking forces for both axles to determine the actual ratio of front axle braking force to total braking force. The deceleration applied to the vehicle is determined from the weight of the vehicle and the applied braking forces. A nominal preferred value of the ratio of front axle braking force to total braking force is calculated from the determined deceleration and the measured weight of the vehicle. The nominal preferred value varies from test to test with both the actual deceleration and the vehicle weight. For each test, upper and lower limits for the acceptability of the actual ratio of front axle braking force to total braking force are set based upon the computed nominal preferred value. These limits move from test to test with the computed nominal preferred value. The nominal preferred value, the movable limits, and the actual ratio are displayed to the user on a CRT screen.

Abstract: A plate brake tester for testing the adequacy of the brakes of a vehicle, particularly suited for testing the brakes of multi-axle vehicles, includes weight bearing plates suitably sized to receive thereon wheel/tire assemblies of a vehicle as the vehicle is driven over the plates. The plates have sensors associated therewith for sensing not only the brake force applied by each wheel/tire assembly, but also for directly sensing the dynamic weight of the wheel/tire assembly on each plate during braking. The adequacy of the brakes is determined from the brake force and the directly sensed dynamic weight. At least some of the sensors are preferably dual axis load cells, each dual axis load cell having one output representing vertical force applied to that plate and having a second output representing horizontal force applied to that plate, the horizontal force being the braking force from the wheel/tire assembly disposed on that plate.

Abstract: The brakes of a two-axle vehicle are tested by weighing the vehicle and measuring the braking forces for both axles to determine the actual ratio of front axle braking force to total braking force. The deceleration applied to the vehicle is determined from the weight of the vehicle and the applied braking forces. A nominal preferred value of the ratio of front axle braking force to total braking force is calculated from the determined deceleration and the measured weight of the vehicle. The nominal preferred value varies from test to test with both the actual deceleration and the vehicle weight. For each test, upper and lower limits for the acceptability of the actual ratio of front axle braking force to total braking force are set based upon the computed nominal preferred value. These limits move from test to test with the computed nominal preferred value. The nominal preferred value, the movable limits, and the actual ratio are displayed to the user on a CRT screen.

Abstract: A plate brake tester for testing the brakes of a motor vehicle, comprises two pair of tread plates one beside the other, each of said tread plates having a measuring device for measuring the force exerted on the tread plate, a processing unit for processing measuring signals provided by the measuring devices and a display for displaying the measuring results. The plate brake tester comprises a weighing device for determining the weight of the front axle and the rear axle of the vehicle, respectively. The processing unit is adapted to compute the braking retardation from the measured brake forces and the total weight of the vehicle. The plate brake tester computes the brake force ratio front axle/rear axle from the measured brake forces and the dynamic weight ratio front axle/rear axle from the computed braking retardation, the wheelbase of the vehicle, the height of the center of gravity of the vehicle and the measured weight of the front axle and the rear axle, respectively.

Abstract: The brakes of a two-axle vehicle are tested by weighing the vehicle and measuring the braking forces for both axles to determine the actual ratio of front axle braking force to total braking force. The deceleration applied to the vehicle is determined from the weight of the vehicle and the applied braking forces. A nominal preferred value of the ratio of front axle braking force to total braking force is calculated from the determined deceleration and the measured weight of the vehicle. The nominal preferred value varies from test to test with both the actual deceleration and the vehicle weight. For each test, upper and lower limits for the acceptability of the actual ratio of front axle braking force to total braking force are set based upon the computed nominal preferred value. These limits move from test to test with the computed nonimal preferred value. The nominal preferred value, the movable limits, and the actual ratio are displayed to the user on a CRT screen.

Abstract: A diagnostic testing device for diagnosing and testing chassis, mechanical, tire and tire tread problems in vehicles which simulates normal operating angles and normal vehicle weight conditions with the wheels of the vehicle being cycled and steered at a full range of vehicle speeds. The diagnostic testing device includes a support having a horizontal upper surface, a platform movably coupled to the upper surface of the support so as to allow the platform to glide horizontally in any direction, and a pair of support rollers rotatably connected to the platform so as to provide rolling surfaces to contact the tire tread and which allow a tire to cycle and be steered when placed upon said rollers.

Abstract: Vehicle brake testing apparatus of the type in which there are yieldable restrained pairs of tread plates engaging the front wheels and rear wheels of a vehicle in which there is means for producing an electrical signal depending in value upon the braking force on each wheel, means for producing a total braking force signal depending upon the sums of the signals, means for measuring the speed of the vehicle as it is driven onto the tread plates and producing an electrical speed signal, means for dividing the integrated total force signal by the speed signal to obtain a weight signal indicative of the weight of the vehicle and means for comparing the total force signal with the weight signal to obtain an indication of the ratio between the total braking force and the weight of the vehicle and indicating whether this ratio meets acceptable standards.