A new type of anti-rollover support for vehicle testing

Abstract

The application relates to a novel anti-rollover support for automobile testing, which comprises a support, a measuring assembly, a rolling component and a control system; the support is used for being connected with an automobile; the measuring assembly comprises an angular motion detection device and a range finder, the angular motion detection device and the range finder are installed on the support; the rolling component comprises a rolling piece and a height adjusting piece, the height adjusting piece is connected with the rolling piece, and the height adjusting piece is connected with the support through an angle adjusting piece; wherein the angle adjusting piece is connected with the angular motion detection device through the control system, and is used for driving the height adjusting piece to rotate relative to the support according to the roll angle information provided by the angular motion detection device; the height adjusting piece is connected with the range finder through the control system, and is used for adjusting the ground clearance of the rolling piece according to the height information provided by the range finder. In the application, when wheel spin or vehicle sideslip occurs, the support rolling piece is in contact with the ground, and good support force is provided for the vehicle.

Description

Technical Field

[0001] This application relates to the field of automotive testing, and in particular to a novel anti-rollover bracket for automotive testing. Background Technology

[0002] During the research, development, and calibration of the ESC (Electronic Stability Controller) system, and the testing of handling stability, the car needs to undergo a number of tests, such as slow increment, sinusoidal stop, and serpentine maneuver. These tests and calibrations all carry the risk of the vehicle rolling over or sliding after rolling over. To prevent the vehicle from rolling over, most test and calibration vehicles use fixed roll cages.

[0003] The existing bracket design has the following problems: after the vehicle rolls over, the bracket is damaged by a large impact force because it has no rolling parts; the existing bracket is passive and cannot adjust the bracket posture in real time according to the vehicle's condition during the test to provide good support when the vehicle rolls over. It may also fail to test the vehicle's extreme performance due to an unsuitable fixed angle. For example, if the vehicle rolls over at an angle of 36°, the bracket will contact the ground if it is below 36°, thus failing to test the vehicle's extreme performance. Summary of the Invention

[0004] This application provides a novel anti-rollover bracket for automotive testing, which can solve the problem in related technologies that the bracket cannot adjust its posture in real time according to the vehicle's condition during the test to provide good support when the vehicle tilts.

[0005] This application provides a novel anti-rollover bracket for automotive testing, comprising: a bracket, a measuring component, a rolling element, and a control system. The bracket is used to connect to a vehicle. The measuring component includes an angular motion detection device and a rangefinder, which are mounted on the bracket. The rolling element includes a rolling element and a height adjusting element, which are connected to the rolling element and connected to the bracket via an angle adjusting element. The angle adjusting element is connected to the angular motion detection device via the control system and is used to drive the height adjusting element to rotate relative to the bracket based on the roll angle information provided by the angular motion detection device. The height adjusting element is connected to the rangefinder via the control system and is used to adjust the ground clearance of the rolling element based on the height information provided by the rangefinder. The angle adjusting element adjusts its angle in real time via the control system, while the control system acquires the vehicle's wheel speed information. When the wheels spin or the vehicle sideslips, the angle adjusting element stops adjusting its angle. The height adjusting element adjusts the ground clearance of the rolling element based on the height information provided by the rangefinder, ensuring the rolling element of the bracket contacts the ground, providing good support for the vehicle, preventing rollover while maintaining relatively good maneuverability.

[0006] In some embodiments, the angle adjustment component includes a first stepper motor mounted at both ends of the bracket, and the height adjustment component is connected to the output shaft of the first stepper motor. When the output shaft of the first stepper motor rotates, the height adjustment component rotates relative to the bracket, wherein the rotation of the output shaft of the first stepper motor must ensure that the height adjustment component is perpendicular to the ground.

[0007] In some embodiments, the height adjustment element includes an adjustable electromagnetic damper, and the rolling element includes ball bearings that are rotatably connected to the bottom end of the adjustable electromagnetic damper. The control system controls the extension of the adjustable electromagnetic damper using height information provided by a rangefinder, so that the rolling element contacts the ground; when the vehicle tilts and the ball bearings contact the ground, because the rolling direction of the ball bearings is omnidirectional, they can move in the direction of the lateral guiding force, thereby allowing the driver to better control the vehicle's direction of travel.

[0008] In some embodiments, the measuring assembly further includes a wheel speed detection device, and the height adjustment element and angle adjustment element are connected to the wheel speed detection device via a control system. The wheel speed detection device is used to detect the wheel speed and send the wheel speed information of both sides of the vehicle to the control system, so that the control system can determine whether the height adjustment element and angle adjustment element need to be activated.

[0009] In some embodiments, the wheel speed detection device is used to send wheel speed information on both sides of the vehicle to the control system; when the wheel speed information on both sides of the vehicle is consistent, the angle adjustment component drives the height adjustment component to rotate relative to the bracket; when the wheel speed information on both sides of the vehicle is inconsistent, the height adjustment component adjusts the height of the rolling component off the ground.

[0010] In some embodiments, the bracket includes a base and two connecting seats, the two connecting seats being movably connected to both ends of the base, and the height adjustment member being connected to the connecting seats.

[0011] In some embodiments, an adjustment element is provided between the connecting seat and the base, the adjustment element being used to adjust the distance between the two connecting seats.

[0012] In some embodiments, the adjusting component includes a cylinder, with its fixed end mounted on a base and its output end connected to a connecting seat. When it is necessary to shorten the distance between the two connecting seats, the cylinder output shaft retracts to shorten the distance between the two connecting seats. Therefore, in this embodiment, the connecting seat is adjusted by moving horizontally along the length of the base.

[0013] In some embodiments, the adjusting component includes a second stepper motor mounted on the base, and the connecting seat is connected to the output shaft of the second stepper motor. When it is necessary to shorten the distance between the two connecting seats, the output shaft of the second stepper motor drives the connecting seats to rotate, thereby shortening the distance between the two connecting seats. Therefore, in this embodiment, the connecting seats are adjusted by rotating relative to the base.

[0014] In some embodiments, a level is mounted on the bracket.

[0015] The beneficial effects of the technical solutions provided in this application include:

[0016] This application provides a novel anti-rollover bracket for automobile testing. The angle adjustment component adjusts the angle of the height adjustment component in real time through the control system. At the same time, the control system obtains the wheel speed information of the vehicle. When the wheel spins freely or the vehicle sideslips, the angle adjustment component stops adjusting the angle. The height adjustment component adjusts the height of the rolling component off the ground through the height information provided by the rangefinder, so that the rolling component of the bracket contacts the ground, providing good support for the vehicle, preventing rollover while having relatively good maneuverability. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure provided for an embodiment of this application;

[0019] Figure 2 This is a schematic diagram of the structure of a car when it rolls over, provided in an embodiment of this application.

[0020] Figure 3 This is a schematic diagram of the force applied to the roller in an embodiment of this application.

[0021] In the diagram: 1. Bracket; 10. Base; 11. Connecting seat; 12. Adjusting component; 13. Locking pin; 2. Measuring component; 20. Rangefinder; 3. Rolling component; 30. Rolling component; 31. Height adjusting component; 4. Angle adjusting component; 5. Level; 6. Control system; 7. Control line. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0023] See Figures 1 to 3 This application provides a novel anti-rollover bracket for automobile testing, which solves the problem in related technologies that the bracket cannot adjust its posture in real time according to the vehicle body state during the test to provide good support when the vehicle tilts.

[0024] During the research, development, and calibration of the ESC (Electronic Stability Controller) system, and the testing of handling stability, the car needs to undergo a number of tests, such as slow increment, sinusoidal stop, and serpentine maneuver. These tests and calibrations all carry the risk of the vehicle rolling over or sliding after rolling over. To prevent the vehicle from rolling over, most test and calibration vehicles use fixed roll cages.

[0025] The existing bracket design has the following problems: after the vehicle rolls over, the bracket is damaged by a large impact force because it has no rolling parts; the existing bracket is passive and cannot adjust the bracket's posture in real time according to the vehicle's condition during the test to provide good support when the vehicle rolls over. It may also fail to test the vehicle's extreme performance due to an unsuitable fixed angle. For example, if the vehicle rolls over at an angle of 36°, the bracket will contact the ground if it is below 36°, thus failing to test the vehicle's extreme performance.

[0026] To address the issue that the support bracket cannot adjust its posture in real time according to the vehicle's condition during testing to provide adequate support when the vehicle tilts, this application provides a novel anti-rollover bracket for automotive testing. The bracket includes: a bracket 1, a measuring component 2, a rolling element 3, and a control system 6. The bracket 1 is used to connect to the vehicle. The measuring component 2 includes an angular motion detection device and a rangefinder 20, which are mounted on the bracket 1. The rolling element 3 includes a rolling element 30 and a height adjusting element 31, which is connected to the rolling element 30 and connected to the bracket 1 via an angle adjusting element 4. The angle adjusting element 4 is connected to the angular motion detection device via the control system 6 and is used to drive the height adjusting element 31 to rotate relative to the bracket 1 based on the roll angle information provided by the angular motion detection device. The height adjusting element 31 is connected to the rangefinder 20 via the control system 6 and is used to adjust the ground clearance of the rolling element 30 based on the height information provided by the rangefinder 20.

[0027] In this application, the angle adjustment component 4 adjusts the angle of the height adjustment component 31 in real time through the control system 6. At the same time, the control system 6 obtains the wheel speed information of the vehicle. When the wheel spins freely or the vehicle sideslips, the angle adjustment component 4 stops adjusting the angle. The height adjustment component 31 adjusts the height of the rolling component 30 off the ground through the height information provided by the rangefinder 20, so that the rolling component 30 of the bracket 1 contacts the ground, providing good support for the vehicle, preventing rollover while also having relatively good maneuverability.

[0028] Therefore, when the vehicle is moving normally, the angular motion detection device and the angle adjustment component 4 are working. The angular motion detection device measures the roll angle information of the bracket 1 and sends it to the control system 6. The control system 6 calculates the angle of the height adjustment component 31 that the angle adjustment component 4 needs to adjust based on the received roll angle information, and then controls the angle adjustment component 4 to adjust the height adjustment component 31 so that the height adjustment component 31 and the rolling component 30 are kept perpendicular to the ground in real time, so as to deal with the situation of wheel spin or vehicle skidding at any time. When the wheel spins or the vehicle skids, the angle adjustment component 4 stops working. At this time, the distance measuring instrument 20 detects the distance between the rolling component 30 and the ground, and then sends the height information of the rolling component 30 to the control system 6. The control system 6 controls the height adjustment component 31 to work based on the height information so that the rolling component 30 contacts the ground.

[0029] In this application, the vehicle determines whether the wheels are spinning freely or whether the vehicle is skidding based on the wheel speed information. When the wheel speed information on both sides of the vehicle is the same, the vehicle is driving normally; when the wheel speed information on both sides of the vehicle is different, the wheels are spinning freely or the vehicle is skidding.

[0030] There are several ways to obtain wheel speed information:

[0031] Wheel speed information can be retrieved from the database during the test.

[0032] Alternatively, a wheel speed detection device can be installed on the vehicle. That is, the measuring component 2 also includes a wheel speed detection device, and the height adjustment component 31 and angle adjustment component 4 are connected to the wheel speed detection device via the control system 6. The wheel speed detection device is used to detect the wheel speed and send the wheel speed information of both sides of the vehicle to the control system 6, so that the control system 6 can determine whether the height adjustment component 31 and angle adjustment component 4 need to operate. In this embodiment, the wheel speed information is obtained by installing a wheel speed detection device on the vehicle.

[0033] When the wheel speed detection device detects that the wheel speed information on both sides of the vehicle is consistent, the control system 6 controls the angle adjustment component 4 to drive the height adjustment component 31 to rotate relative to the bracket 1; when the wheel speed detection device detects that the wheel speed information on both sides of the vehicle is inconsistent, the control system 6 controls the height adjustment component 31 to adjust the height of the rolling component 30 off the ground.

[0034] Based on the above embodiments, in this embodiment, the bracket 1 includes a base 10 and two connecting seats 11. A locking pin 13 is provided on the base 10 and connected to the two connecting seats 11. The two connecting seats 11 are movably connected to both ends of the base 10. A height adjustment component 31 is provided and connected to the connecting seats 11. The control system 6 is mounted on the base 10, and the angular motion detection device is located inside the control system 6.

[0035] It should be noted that, in this application, see [reference needed]. Figure 2 As shown, the adjustment principle of the height adjustment component 31 is as follows: when the vehicle tilts, the angle between the bracket 1 and the ground is ∠A, where ∠A is measured by the angular motion detection device, and the angle ∠B ( Figure 1 The included angle between the rolling component 3 and the connecting seat 11 is 180° - (90° - ∠A) = 90° + ∠A. Adjusting it in this way can keep the rolling component 3 perpendicular to the ground in real time, ensuring that the bracket 1 provides good support for the vehicle.

[0036] The angular motion detection device is a gyroscope. In this embodiment, a level 5 is also installed on the bracket 1. The level 5 is used to measure the tilt angle of the base 10 relative to the horizontal position. The level 5 is connected to the control system 6.

[0037] Based on the above embodiments, in this embodiment, the angle adjustment component 4 includes a first stepper motor, which is installed at both ends of the bracket 1, and the height adjustment component 31 is connected to the output shaft of the first stepper motor.

[0038] Therefore, when the wheel speed detection device detects that the wheel speeds on both sides of the vehicle are consistent, the control system 6 transmits the angle information of the height adjustment component 31 to the first stepper motor via the control line 7, controlling the output shaft of the first stepper motor to rotate. When the output shaft of the first stepper motor rotates, the height adjustment component 31 in the rolling component 3 rotates relative to the bracket 1. Specifically, when the output shaft of the first stepper motor rotates, it is necessary to ensure that the angle between the height adjustment component 31 in the rolling component 3 and the bracket 1 is equal to 90° + ∠A, that is, to ensure that the height adjustment component 31 is perpendicular to the ground.

[0039] Based on the above embodiments, in this embodiment, the height adjustment component 31 includes an adjustable electromagnetic shock absorber. When the wheel speed detection device detects that the wheel speed information on both sides of the vehicle is inconsistent, the control system 6 controls the adjustable electromagnetic shock absorber to extend through the height information provided by the rangefinder 20 so that the rolling component 30 contacts the ground.

[0040] In some possible embodiments, the rolling element 30 includes a roller rotatably connected to the bottom end of the adjustable electromagnetic damper;

[0041] In some other possible embodiments, the rolling element 30 includes balls that are tactilely connected to the bottom of the adjustable electromagnetic damper.

[0042] In this application, preferably, the rolling element 30 includes ball bearings. This is because when the vehicle tilts, the force distribution when the roller contacts the ground is as follows... Figure 3 As shown, in Figure 3 In this diagram, F1 represents the driving force, F2 the lateral guiding force, F3 the adhesion force, and F4 the braking force. The driver cannot control the steering angle of the rollers; only the vehicle's wheels can control the direction. Therefore, the vehicle is affected by the lateral guiding force of the rollers, making it difficult for the driver to control the vehicle's direction of travel (because the rollers are difficult to slide in the direction of the lateral guiding force). When the rollers are replaced with ball bearings, when the vehicle tilts and the ball bearings contact the ground, because the ball bearings roll in an omnidirectional direction, they can move in the direction of the lateral guiding force, thus allowing the driver to better control the vehicle's direction of travel.

[0043] Furthermore, if the bracket 1 is not foldable, it will result in a significant increase in the vehicle width, causing many inconveniences and safety risks when the test vehicle enters and exits the test site and drives on the road. Therefore, based on the above embodiments, in this embodiment, an adjustment member 12 is provided between the connecting seat 11 and the base 10. The adjustment member 12 is used to adjust the distance between the two connecting seats 11.

[0044] In some possible embodiments, the adjusting component 12 includes a cylinder, with its fixed end mounted on the base 10 and its output end connected to a connecting seat 11. That is, a cylinder is mounted at both ends of the base 10, and the output end of each cylinder is connected to a connecting seat 11. In this embodiment, when it is necessary to shorten the distance between the two connecting seats 11, the control system 6 transmits the position information of the connecting seat 11 to the cylinder via the control line 7, causing the cylinder output shaft to retract, thereby shortening the distance between the two connecting seats 11. Therefore, in this embodiment, the connecting seat 11 is adjusted by moving horizontally along the length of the base 10.

[0045] In some other possible embodiments, the adjusting member 12 includes a second stepper motor mounted on the base 10, with a connecting seat 11 connected to the output shaft of the second stepper motor. That is, a second stepper motor is mounted at both ends of the base 10, and the output end of each second stepper motor is connected to a connecting seat 11. In this embodiment, when it is necessary to shorten the distance between the two connecting seats 11, the control system 6 transmits the position information of the connecting seat 11 to the second stepper motor via the control line 7. The output shaft of the second stepper motor drives the connecting seat 11 to rotate, thereby shortening the distance between the two connecting seats 11. Therefore, in this embodiment, the connecting seat 11 is adjusted by rotating relative to the base 10.

[0046] The above embodiments are merely various possible implementations of the embodiments of this application, and the embodiments of this application are not limited thereto. In this application, preferably, the adjusting member 12 includes a second stepper motor, and the adjusting method of the connecting seat 11 is that the connecting seat 11 rotates relative to the base 10.

[0047] Therefore, based on the gyroscope's measurement of the vehicle's tilt during movement, the control system 6 sends the position information of the rolling component 3 to the first stepper motor via the control line 7. The first stepper motor adjusts the rolling component 3 to the appropriate position in real time according to the instruction. At the same time, the control system 6 reads the vehicle's wheel speed information. When the wheels spin freely or the vehicle sideslips, the first stepper motor stops the angle adjustment. The control system 6 adjusts the height of the rolling component 30 off the ground using the height information provided by the rangefinder 20, so that the rolling component 30 is in perpendicular contact with the ground, providing good support for the vehicle to prevent rollover while also having relatively good maneuverability.

[0048] The bracket 1 can prevent rollovers and overturns during ESC (Electronic Stability Controller) handling stability tests and calibrations. The bracket 1's posture can be adjusted in real time according to the vehicle's condition during the test to provide good support when the vehicle tilts, and the vehicle's ultimate performance will not be missed due to the bracket 1's obstruction.

[0049] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0050] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0051] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A novel anti-rollover bracket for automobile testing, characterized in that, It includes: Bracket (1), the bracket (1) is used for connection to a vehicle; Measurement component (2), the measurement component (2) includes an angular motion detection device and a rangefinder (20), the angular motion detection device and the rangefinder (20) are mounted on a bracket (1); The rolling component (3) includes a rolling element (30) and a height adjusting element (31). The height adjusting element (31) is connected to the rolling element (30) and is connected to the bracket (1) through an angle adjusting element (4). Control system (6); Among them, the angle adjustment component (4) is connected to the angular motion detection device through the control system (6) and is used to drive the height adjustment component (31) to rotate relative to the bracket (1) according to the tilt angle information provided by the angular motion detection device. The height adjustment component (31) is connected to the rangefinder (20) through the control system (6) and is used to adjust the height of the rolling component (30) off the ground according to the height information provided by the rangefinder (20). The measuring component (2) also includes a wheel speed detection device, and the height adjustment component (31) and the angle adjustment component (4) are connected to the wheel speed detection device through the control system (6); The wheel speed detection device is used to send the wheel speed information on both sides of the vehicle to the control system (6); When the speed information of the wheels on both sides of the car is consistent, the angle adjustment component (4) drives the height adjustment component (31) to rotate relative to the bracket (1); When the speed information of the wheels on both sides of the car is inconsistent, the height adjustment component (31) adjusts the ground clearance of the rolling component (30).

2. The novel anti-rollover bracket for automobile testing as described in claim 1, characterized in that: The angle adjustment component (4) includes a first stepper motor, which is installed at both ends of the bracket (1), and the height adjustment component (31) is connected to the output shaft of the first stepper motor.

3. The novel anti-rollover bracket for automobile testing as described in claim 1, characterized in that: The height adjustment component (31) includes an adjustable electromagnetic damper, and the rolling component (30) includes a ball bearing that is tactilely connected to the bottom end of the adjustable electromagnetic damper.

4. The novel anti-rollover bracket for automobile testing as described in claim 1, characterized in that: The bracket (1) includes a base (10) and two connecting seats (11). The two connecting seats (11) are movably connected to both ends of the base (10). The height adjustment component (31) is connected to the connecting seats (11).

5. The novel anti-rollover bracket for automobile testing as described in claim 4, characterized in that: An adjusting member (12) is provided between the connecting seat (11) and the base (10), and the adjusting member (12) is used to adjust the distance between the two connecting seats (11).

6. The novel anti-rollover bracket for automobile testing as described in claim 5, characterized in that: The adjusting component (12) includes a cylinder, the fixed end of which is mounted on the base (10), and the output end of which is connected to the connecting seat (11).

7. The novel anti-rollover bracket for automobile testing as described in claim 5, characterized in that: The adjusting component (12) includes a second stepper motor, which is mounted on the base (10), and the connecting seat (11) is connected to the output shaft of the second stepper motor.

8. The novel anti-rollover bracket for automobile testing as described in claim 1, characterized in that: A level (5) is installed on the bracket (1).

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