Vehicle crash tow device and system

Abstract

The application is suitable for the technical field of vehicle collision test, and provides a vehicle collision traction device and system.The device comprises a track, a traction rope and a double rotary hub motor.The traction rope is connected with a traction piece, the traction piece is used for connecting a vehicle to be tested, and the traction piece moves in the track direction through the traction of the traction rope to drive the vehicle to be tested on the track to move.The double rotary hub motor comprises a motor body, a first rotary hub, a second rotary hub, a first electromagnetic clutch and a second electromagnetic clutch.The first electromagnetic clutch is used for controlling the connection or separation of the rotary shaft of the motor body and the first rotary hub, and the second electromagnetic clutch is used for controlling the connection or separation of the rotary shaft of the motor body and the second rotary hub.One end of the traction rope is wound on the first rotary hub, the other end is wound on the second rotary hub, and the winding directions of the traction rope on the first rotary hub and the second rotary hub are the same.The application can solve the problem that it is difficult to realize the bidirectional traction collision of the vehicle on the same track in the prior art.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle collision test, and particularly relates to a vehicle collision traction device and system. BACKGROUND

[0002] With the continuous increase of the automobile ownership in China, the incidence of traffic accidents is also increasing, and the safety of the automobile gradually becomes the focus of consumers. The safety of the automobile can be evaluated through the automobile collision test. In the collision test, the vehicle is generally pulled on the track by the steel wire to complete the collision test. In the existing vehicle traction system, the traction motor always operates in one direction to ensure the tension of the steel wire, so that the vehicle can only collide in one direction, which reduces the utilization rate of the test site. SUMMARY

[0003] Therefore, the embodiments of the present application provide a vehicle collision traction device and system to solve the problem that the vehicle bidirectional traction collision cannot be realized on the same track in the prior art.

[0004] The first aspect of the embodiments of the present application provides a vehicle collision traction device, comprising a track, a traction rope and a double-gear motor.

[0005] The traction rope is connected with a traction member, the traction member is used to connect a vehicle to be tested, and the traction member moves in the direction of the track through the traction of the traction rope to drive the vehicle to be tested on the track to move.

[0006] The double-gear motor comprises a motor body, a first gear hub, a second gear hub, a first electromagnetic clutch and a second electromagnetic clutch. The first electromagnetic clutch is used to control the connection or separation of the rotating shaft of the motor body and the first gear hub, and the second electromagnetic clutch is used to control the connection or separation of the rotating shaft of the motor body and the second gear hub. One end of the traction rope is wound around the first gear hub, and the other end is wound around the second gear hub, and the winding directions of the traction rope on the first gear hub and the second gear hub are the same.

[0007] In combination with the first aspect, in a possible implementation manner of the first aspect, the first electromagnetic clutch and the second electromagnetic clutch are not attracted at the same time.

[0008] When the first electromagnetic clutch is attracted, the rotating shaft of the motor body is connected with the first gear hub, and when the first electromagnetic clutch is separated, the rotating shaft of the motor body is separated from the first gear hub.

[0009] When the second electromagnetic clutch is attracted, the rotating shaft of the motor body is connected with the second gear hub, and when the second electromagnetic clutch is separated, the rotating shaft of the motor body is separated from the second gear hub.

[0010] With reference to the first aspect, in a possible implementation manner of the first aspect, the traction member is a traction trolley, and the traction trolley is arranged on the track and is movable along the track.

[0011] The traction rope runs through the entire track, the traction trolley is hung at any position of the track part of the traction rope, and the two ends of the traction rope are connected to the first rotary hub and the second rotary hub through guide.

[0012] With reference to the first aspect, in a possible implementation manner of the first aspect, a track extension rod is arranged on the traction trolley, and the track extension rod is parallel to the track.

[0013] One end of the track extension rod is connected to the traction trolley, and the other end of the track extension rod is provided with a hook, and the traction trolley is connected to the vehicle to be tested through the hook on the track extension rod.

[0014] With reference to the first aspect, in a possible implementation manner of the first aspect, one end of the track extension rod is connected to the traction trolley through a rotating member.

[0015] The rotating member is used to change the direction of the track extension rod.

[0016] With reference to the first aspect, in a possible implementation manner of the first aspect, a connecting member is arranged in the middle part of the track extension rod.

[0017] The connecting member is used to be clamped on the track to fix the track extension rod.

[0018] With reference to the first aspect, in a possible implementation manner of the first aspect, the track extension rod is a straight rod with a fixed length, or the track extension rod is a telescopic rod with an adjustable length.

[0019] The second aspect of the embodiment of the present application provides a vehicle collision traction system, comprising a host computer, a controller and a vehicle collision traction device as described in the first aspect.

[0020] The host computer is connected to the controller, and the controller is connected to the first electromagnetic clutch and the second electromagnetic clutch.

[0021] The host computer is used to obtain test parameters input from outside and send the test parameters to the controller.

[0022] The controller is used to determine the traction direction of the vehicle to be tested according to the test parameters, control the first electromagnetic clutch to be attracted and the second electromagnetic clutch to be separated based on the traction direction, or control the first electromagnetic clutch to be separated and the second electromagnetic clutch to be attracted based on the traction direction.

[0023] With reference to the second aspect, in a possible implementation manner of the second aspect, the controller is further connected to the motor body.

[0024] The controller is further used to:

[0025] According to the test parameters, the rotating speed of the motor body is controlled.

[0026] With reference to the second aspect, in a possible implementation manner of the second aspect, at least one speed sensor is further arranged on the track, and the speed sensor is connected with the controller.

[0027] The speed sensor is configured to detect the speed of the vehicle to be tested.

[0028] The controller is further configured to feedback adjust the rotating speed of the motor body according to the speed.

[0029] Compared with the prior art, the embodiment of the present application has the following beneficial effects:

[0030] In the embodiment of the present application, the double-gear-hub motor includes a motor body, a first gear hub, a second gear hub, a first electromagnetic clutch and a second electromagnetic clutch. One end of the traction rope is wound around the first gear hub, and the other end of the traction rope is wound around the second gear hub. The winding directions of the traction rope on the first gear hub and the second gear hub are the same. Thus, by means of the two electromagnetic clutches, the first gear hub can be connected with the rotating shaft of the motor body, and the second gear hub can be separated from the rotating shaft of the motor body. At this time, the first gear hub is a driving wheel, and the first gear hub rotates together with the rotating shaft of the motor body to drive the traction rope to move in a first direction. The second gear hub is a driven wheel. Alternatively, the second gear hub can be connected with the rotating shaft of the motor body, and the first gear hub can be separated from the rotating shaft of the motor body. At this time, the second gear hub is a driving wheel, and the second gear hub rotates together with the rotating shaft of the motor body to drive the traction rope to move in a second direction. The first gear hub is a driven wheel. Thus, the bidirectional operation of the traction rope is realized, and the bidirectional traction collision of the vehicle on the same track is further realized. The direction of the traction rope is controlled by switching the gear hub winding the traction rope. The steering of the motor body is always unchanged, and the tension of the traction rope is always kept constant. BRIEF DESCRIPTION OF DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative labor.

[0032] Figure 1 is a structural schematic diagram of a vehicle collision traction device provided by the embodiment of the present application;

[0033] Figure 2 is a structural schematic diagram of a double-gear-hub motor provided by the embodiment of the present application;

[0034] Figure 3 is a working schematic diagram of a double-gear-hub motor provided by the embodiment of the present application;

[0035] Figure 4 is a structural schematic diagram of a track lengthening rod provided by an embodiment of the present application;

[0036] Figure 5 is a collision comparison diagram of a track lengthening rod before and after installation provided by an embodiment of the present application;

[0037] Figure 6 is a structural relationship diagram of a track lengthening rod, a traction trolley and a track provided by an embodiment of the present application;

[0038] Figure 7 is a structural schematic diagram of a vehicle collision traction system provided by an embodiment of the present application. DETAILED DESCRIPTION

[0039] In the following description, for the purpose of explanation and not limitation, specific details are set forth, such as particular system configurations, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

[0040] In order to illustrate the technical solutions of the present application, the following will be described through specific embodiments.

[0041] In a collision test, the traction rope plays an important role. The traction rope passes through the track and the motor to form a closed loop. The motor transmits driving force to the traction rope and drives the vehicle to be tested to move to complete the collision test. The current traction system can only control the motor to run in one direction, which causes the traction rope to only pull the vehicle to be tested in one direction for collision, thereby reducing the utilization rate of the test site. If the traction direction is changed by changing the running direction of the motor, the tension of the traction rope will be affected.

[0042] To solve the above problems, an embodiment of the present application provides a vehicle collision traction device, as shown in Figure 1 The device comprises a track 1, a traction rope 2 and a double-gear motor 3.

[0043] The traction rope 2 is connected with a traction member 4. The traction member 4 is used to connect the vehicle to be tested. The traction member 4 moves in the direction of the track 1 through the traction of the traction rope 2, so as to drive the vehicle to be tested on the track 1 to move. Figure 1 Only one implementation is provided for the present embodiment. The specific structural relationship of the traction rope, the traction member and the track can be designed according to actual needs. The structure of the present application is not limited to Figure 1 .

[0044] Referring to Figure 2As shown, the double-gyro motor 3 comprises a motor body 30, a first gyro 31, a second gyro 32, a first electromagnetic clutch 33 and a second electromagnetic clutch 34. The first electromagnetic clutch 33 is used to control the connection or separation of the rotating shaft 35 of the motor body 30 and the first gyro 31, and the second electromagnetic clutch 34 is used to control the connection or separation of the rotating shaft 35 of the motor body 30 and the second gyro 32. One end of the traction rope 2 is wound around the first gyro 31, and the other end is wound around the second gyro 32, and the winding directions of the traction rope 2 on the first gyro 31 and the second gyro 32 are the same. For example, the traction rope 2 can be a steel wire rope.

[0045] In this embodiment, the rotating shaft 35 is installed at the tail end of the motor body 30 and penetrates through the two gyros and the two electromagnetic clutches to form an integral whole. The motor body 30 drives the rotating shaft 35 to rotate together with the two electromagnetic clutches, and the two gyros only move by the attraction of the corresponding electromagnetic clutches. When the corresponding electromagnetic clutches are separated, the gyros do not rotate with the motor body 30.

[0046] As a possible implementation, the first electromagnetic clutch 33 and the second electromagnetic clutch 34 are not attracted at the same time. When the first electromagnetic clutch 33 is attracted, the rotating shaft 35 of the motor body 30 is connected to the first gyro 31. When the first electromagnetic clutch 33 is separated, the rotating shaft 35 of the motor body 30 is separated from the first gyro 31. When the second electromagnetic clutch 34 is attracted, the rotating shaft 35 of the motor body 30 is connected to the second gyro 32. When the second electromagnetic clutch 34 is separated, the rotating shaft 35 of the motor body 30 is separated from the second gyro 34.

[0047] In this embodiment, since the winding directions of the traction rope 2 on the two gyros are the same, simultaneous attraction will cause the two gyros to rotate simultaneously, and the two ends of the traction rope 2 will be stretched in opposite directions, which will damage the motor body 30 or the traction rope 2. Therefore, at most only one of the two electromagnetic clutches can be attracted.

[0048] Referring to Figure 3 As shown, when the motor body 30 is stationary, both electromagnetic clutches can be in a separated state, i.e., not attracted to the two gyros, and maintain a certain gap. During testing, according to the required rotation direction, one of the electromagnetic clutches is selected to be attracted. The gyro that is attracted to the electromagnetic clutch will become the driving gyro and rotate with the rotating shaft 35 of the motor body 30, and the other gyro will be the driven gyro. By switching the gyros, the tension of the traction rope 2 remains constant,

[0049] It can be seen that in the embodiment, the double-gear-hub motor 3 comprises a motor body 30, a first gear hub 31, a second gear hub 32, a first electromagnetic clutch 33 and a second electromagnetic clutch 34, one end of the traction rope 2 is wound around the first gear hub 31, the other end of the traction rope 2 is wound around the second gear hub 32, and the winding directions of the traction rope 2 on the first gear hub 31 and the second gear hub 32 are the same. Thus, by means of the two electromagnetic clutches, the first gear hub 31 can be connected with the rotating shaft 35 of the motor body 30, and the second gear hub 32 can be separated from the rotating shaft 35 of the motor body 30, at this time, the first gear hub 31 is a driving wheel, and rotates together with the rotating shaft 35 of the motor body 30, drives the traction rope 2 to move in the first direction, and the second gear hub 32 is a driven wheel; or the second gear hub 32 is connected with the rotating shaft 35 of the motor body 30, and the first gear hub 31 is separated from the rotating shaft 35 of the motor body 30, at this time, the second gear hub 32 is a driving wheel, and rotates together with the rotating shaft 35 of the motor body 30, drives the traction rope 2 to move in the second direction, and the first gear hub 31 is a driven wheel. Thus, the bidirectional operation of the traction rope is realized, and further, the bidirectional traction collision of the vehicle on the same track can be realized, and the direction of the traction rope is controlled by switching the gear hub winding the traction rope, the rotating direction of the rotating shaft 35 of the motor body 30 is always unchanged, and the tension of the traction rope is always kept constant.

[0050] As a possible implementation manner, referring to FIG. 4, the traction member 4 can be a traction trolley, and the traction trolley is arranged on the track 1 and can move along the track 1. Figure 1

[0051] The traction rope 2 penetrates through the whole track 1, the traction trolley is hung on the track part of the traction rope 2, and the two ends of the traction rope 2 are connected to the first gear hub 31 and the second gear hub 32 through the guide of the pulley block 5.

[0052] In the embodiment, the front and rear ends of the traction trolley are connected with the traction rope 2, form a closed loop with the traction rope 2, and are connected with the vehicle to be tested through the rope, so as to drive the vehicle to be tested to move along the track 1.

[0053] As a possible implementation manner, referring to FIG. 4, the traction member 4 can be a traction trolley, and the traction trolley is arranged on the track 1 and can move along the track 1. Figure 4

[0054] One end of the track lengthening rod 6 is connected with the traction trolley, the other end of the track lengthening rod 6 is provided with a hook 7, and the traction trolley is connected with the vehicle to be tested through the hook 7 on the track lengthening rod.

[0055] In the embodiment, the main function of the track lengthening rod 6 is to make the release position of the test vehicle as close to the collision point as possible in the case that the length of the track 1 is limited, so as to reduce the free sliding distance of the vehicle. Since a certain safety distance must be left between the track 1 and the collision point, referring to FIG. 4, the track lengthening rod 6 can be used to shorten the free sliding distance of the vehicle to be tested.​​Figure 5 As shown in the figure, before the installation of the track extension rod 6, the towing trolley will be decoupled from the vehicle to be tested after reaching the end of the track 1, and the vehicle to be tested still needs to slide freely for a long distance to reach the collision point. After the installation of the track extension rod 6, the braking position of the towing trolley remains unchanged, but the vehicle to be tested is decoupled at the hook 7 of the track extension rod 6, so that the release position of the vehicle to be tested is closer to the collision point, reducing the free sliding distance.

[0056] As a possible implementation, see Figure 4 As shown in the figure, one end of the track extension rod 6 is connected to the towing trolley through a rotating part 8, which is used to change the direction of the track extension rod 6.

[0057] In this embodiment, when the collision direction is changed, the direction of the track extension rod 6 also needs to be changed. To facilitate, the track extension rod 6 can be connected to the towing trolley through the rotating part 8, so that the front and rear direction can be quickly exchanged by rotating, without the need to disassemble and reinstall the equipment.

[0058] As a possible implementation, see Figure 4 As shown in the figure, the middle part of the track extension rod 6 is provided with a connecting part 9 for clamping on the track 1 to fix the track extension rod 6.

[0059] In this embodiment, the hook 7 can be a decoupling duckbill, and the connecting part 9 and the decoupling duckbill are clamped on the upper layer of the track 1 through the pulleys on both sides of the bottom, using the track 1 to guide and fix, without interfering with the steel wire rope. The structural relationship is shown in the figure. The vehicle to be tested is directly connected to the decoupling duckbill through the rope, and after approaching the collision position, the rear towing trolley is braked, and the vehicle to be tested is naturally decoupled due to inertia. Figure 6

[0060] As a possible implementation, see Figure 4 As shown in the figure, the track extension rod 6 is a fixed-length straight rod, or the track extension rod 6 is a telescopic rod with adjustable length.

[0061] In this embodiment, the track extension rod 6 can be designed as a telescopic rod with adjustable length, so as to cover all vehicle models, and the length of the track extension rod 6 can be adjusted according to different vehicle models during testing.

[0062] This embodiment can realize bidirectional operation of the traction rope without changing the running direction of the motor. Since the motor always runs in one direction, the tension of the traction rope remains constant. Even if the running direction is changed, the tension of the traction rope does not need to be adjusted again, and the real-time position of the traction rope does not change, so there is no need to recheck, ensuring the system operation accuracy and stability.

[0063] See Figure 7 ​As shown, the embodiment provides a vehicle collision traction system, comprising a host computer, a controller, and a vehicle collision traction device as described above.

[0064] The host computer is connected to the controller, and the controller is connected to the first electromagnetic clutch and the second electromagnetic clutch.

[0065] The host computer is configured to obtain an external input test parameter and send it to the controller.

[0066] The controller is configured to determine the traction direction of the vehicle to be tested according to the test parameter, control the first electromagnetic clutch to be engaged and the second electromagnetic clutch to be disengaged based on the traction direction, or control the first electromagnetic clutch to be disengaged and the second electromagnetic clutch to be engaged based on the traction direction.

[0067] In this embodiment, the staff can input the test parameter on the software operation interface of the host computer, and the PLC controller automatically calculates and identifies the running direction of the traction rope. The PLC controller transmits the signal to the relay, and after the relay is powered on, it transmits the signal to the corresponding electromagnetic coil of the clutch and controls the corresponding electromagnetic clutch to be engaged. After the crash test is completed, the system receives the signal, the motor and the relay are powered off at the same time, the electromagnetic clutch is disengaged, and the hydraulic braking signal is sent out. The hydraulic braking system stops the rotation of the hub.

[0068] As a possible implementation, see Figure 7 As shown, the controller is also connected to the motor body. The controller is also configured to control the speed of the motor body according to the test parameter.

[0069] In this embodiment, the host computer generates a test curve according to the test parameter, and the PLC controller calculates the power and torque required by the motor body through the generated test curve, thereby controlling the speed of the motor body. The staff only needs to input the test parameters such as the collision speed, and the system can automatically run.

[0070] As a possible implementation, see Figure 7 As shown, at least one speed sensor is also provided on the track, and the speed sensor is connected to the controller.

[0071] The speed sensor is configured to detect the speed of the vehicle to be tested.

[0072] The controller is also configured to feedback adjust the speed of the motor body according to the speed.

[0073] In this embodiment, through feedback adjustment, more accurate control can be achieved. For example, if the speed of the vehicle to be tested when it reaches the speed sensor position is less than the set speed, the speed of the motor body is appropriately increased to increase the acceleration, and vice versa, the speed of the motor body is appropriately reduced to reduce the acceleration

[0074] The foregoing embodiments are described in detail, and those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle collision towing apparatus, characterized by comprising: The vehicle collision traction device comprises a track, a traction rope and a double rotary motor; a traction member is connected to the traction rope, the traction member is used to connect a vehicle to be tested, and the traction member moves in the direction of the track through traction of the traction rope to drive the vehicle to be tested on the track to move; the double rotary motor comprises a motor body, a first rotary hub, a second rotary hub, a first electromagnetic clutch and a second electromagnetic clutch; the first electromagnetic clutch is used to control connection or separation of a rotary shaft of the motor body and the first rotary hub, and the second electromagnetic clutch is used to control connection or separation of the rotary shaft of the motor body and the second rotary hub; one end of the traction rope is wound around the first rotary hub, and the other end of the traction rope is wound around the second rotary hub, and the winding directions of the traction rope on the first rotary hub and the second rotary hub are the same; the first electromagnetic clutch and the second electromagnetic clutch are not simultaneously attracted; when the first electromagnetic clutch is attracted, the rotary shaft of the motor body is connected to the first rotary hub, and when the first electromagnetic clutch is separated, the rotary shaft of the motor body is separated from the first rotary hub; when the second electromagnetic clutch is attracted, the rotary shaft of the motor body is connected to the second rotary hub, and when the second electromagnetic clutch is separated, the rotary shaft of the motor body is separated from the second rotary hub. The traction member is a traction trolley, the traction trolley is arranged on the track and can move along the track; the traction rope penetrates through the entire track, the traction trolley is hung at any position of the track part of the traction rope, and the two ends of the traction rope are connected to the first rotary hub and the second rotary hub through the guidance of a pulley block. The traction trolley is provided with a track lengthening rod, and the track lengthening rod is parallel to the track; one end of the track lengthening rod is connected to the traction trolley, and the other end of the track lengthening rod is provided with a hook; the traction trolley is connected to the vehicle to be tested through the hook on the track lengthening rod. One end of the track lengthening rod is connected to the traction trolley through a rotating part; the rotating part is used to change the direction of the track lengthening rod. The middle part of the track lengthening rod is provided with a connecting part; the connecting part is used to be clamped on the track to fix the track lengthening rod. The track lengthening rod is a straight rod with a fixed length, or the track lengthening rod is a telescopic rod with an adjustable length.

2. The vehicle crash extraction device of claim 1, wherein, The vehicle collision traction device comprises an upper computer, a controller and the vehicle collision traction device according to any one of claims 1-6; the upper computer is connected to the controller, and the controller is connected to the first electromagnetic clutch and the second electromagnetic clutch; the upper computer is used to acquire test parameters inputted from outside and send the test parameters to the controller; the controller is used to determine the traction direction of the vehicle to be tested according to the test parameters, control the first electromagnetic clutch to be attracted and the second electromagnetic clutch to be separated based on the traction direction, or control the first electromagnetic clutch to be separated and the second electromagnetic clutch to be attracted based on the traction direction. The controller is also connected to the motor body; the controller is also used to: control the rotating speed of the motor body according to the test parameters.

3. The vehicle crash extraction device of claim 2, wherein, At least one speed sensor is arranged on the track, and the speed sensor is connected to the controller. ​ 4. The vehicle crash extraction device of claim 3, wherein ​ ​ 5. The vehicle crash extraction device of claim 3, wherein ​ ​ 6. The vehicle crash extraction device of claim 3, wherein, ​ 7. A vehicle crash extraction system characterized by, ​ ​ ​ ​ 8. The vehicle crash extraction system of claim 7, wherein, ​ ​ ​ 9. The vehicle crash extraction system of claim 7, wherein, ​ The speed sensor is used to detect the speed of the vehicle to be tested. The controller is also used to feedback adjust the rotating speed of the motor body according to the speed.

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