Cabin calibration device

Abstract

The invention relates to a cockpit calibration device. The cockpit calibration device comprises a control box arranged in a cockpit; the pedal detection device comprises a sliding rail, a first damping hinge and a first execution unit, the sliding rail is arranged at the top of the control box, one end of the first damping hinge is in sliding fit with the sliding rail, the other end of the first damping hinge is provided with the first execution unit, the first execution unit is used for applying pressure to a pedal, and the first damping hinge is used for adjusting the posture of the first execution unit; the steering wheel detection device comprises a second damping hinge and a second execution unit, one end of the second damping hinge is fixedly arranged in the driving cabin, the other end of the second damping hinge is provided with the second execution unit, the second execution unit is used for controlling the steering wheel, and the second damping hinge is used for adjusting the posture of the second execution unit; the control box is used for controlling the first execution unit and the second execution unit to act. The invention provides a cockpit calibration device which is compact in overall structure, convenient to operate and capable of effectively improving test efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle testing, and in particular to a cockpit calibration device. Background Art

[0002] At present, the calibration scope of existing cockpit calibration devices is mainly concentrated on key components such as pedals, steering wheels, shift levers and parking levers. However, most of these devices rely on manual operation to complete the calibration process.

[0003] On the one hand, manual calibration is extremely time-consuming and labor-intensive. Operators need to carefully complete various settings. When there are a large number of cockpits that need to be calibrated, the cumbersome procedures will make the whole process extremely long and inefficient.

[0004] On the other hand, due to the many uncontrollable factors in manual operation, it is easy to introduce errors when reading data and adjusting parameters, making it difficult to ensure the accuracy of calibration. This may further affect the precise operation of subsequent driver assistance systems, autonomous driving functions, etc., and pose a potential risk to the safety and performance of the vehicle. Summary of the invention

[0005] In view of the above problems in the prior art, the present invention proposes a cockpit calibration device, which has a compact overall structure, is easy to operate, and can effectively improve the test efficiency.

[0006] Specifically, the present invention proposes a cockpit calibration device, comprising:

[0007] A control box, arranged in the cockpit;

[0008] A pedal detection device, comprising a slide rail, a first damping hinge and a first actuator, wherein the slide rail is arranged on the top of the control box, one end of the first damping hinge is slidably matched with the slide rail, and the other end is provided with the first actuator, the first actuator is used to apply pressure to the pedal, and the first damping hinge is used to adjust the posture of the first actuator;

[0009] A steering wheel detection device, comprising a second damping hinge and a second actuator unit, wherein one end of the second damping hinge is fixedly arranged on the driving cabin, and the other end is provided with the second actuator unit, the second actuator unit is used to control the steering wheel, and the second damping hinge is used to adjust the posture of the second actuator unit;

[0010] The control box is used to control the actions of the first execution unit and the second execution unit.

[0011] According to one embodiment of the present invention, the first execution unit includes a first motor, a screw rod, a transmission plate and a pressure head. The first motor drives the screw rod to rotate, thereby driving the transmission plate to move along the length direction of the screw rod. The pressure head is provided at the front end of the transmission plate, and the transmission plate presses the pedal through the pressure head.

[0012] According to one embodiment of the present invention, the first execution unit also includes a displacement sensor and a first force sensor, the displacement sensor is arranged on the first motor, the displacement sensor is used to obtain the moving distance value of the pressure head, and the first force sensor is arranged on the pressure head, and the first force sensor is used to obtain the pressure value of the pressure head.

[0013] According to one embodiment of the present invention, the control box includes a signal receiving module, a parameter adjustment module and an instruction module. The instruction module generates a control instruction based on the control parameters received by the control box and sends the control instruction to the first motor. The signal receiving module is used to receive the moving distance value and the pressure value obtained by the displacement sensor and the first force sensor. The parameter adjustment module determines whether the control parameters need to be adjusted based on the moving distance value and the pressure value. If adjustment is required, the parameter adjustment module calculates and corrects the control parameters; the instruction module generates a control instruction based on the corrected control parameters and sends the control instruction to the first motor.

[0014] According to one embodiment of the present invention, the second execution unit includes a second motor, a reducer, a distance adjustment mechanism and a claw, the second motor amplifies the torque through the reducer, the reducer is connected to the distance adjustment mechanism, the second motor adjusts the distance between the claws through the distance adjustment mechanism so that the claws clamp the steering wheel, and the second motor drives the steering wheel to rotate through the claws.

[0015] According to one embodiment of the present invention, the second execution unit also includes an angle sensor and a second force sensor, the angle sensor is arranged on the output shaft of the second motor to obtain the rotation angle value of the steering wheel, and the second force sensor is arranged on the output end of the distance adjustment mechanism to obtain the rotational force value of the claw.

[0016] According to one embodiment of the present invention, the control box includes a signal receiving module, a parameter adjustment module and an instruction module. The instruction module generates a control instruction based on the control parameters received by the control box and sends the control instruction to the second motor. The signal receiving module is used to receive the rotation angle value and the clamping force value obtained by the angle sensor and the second force sensor. The parameter adjustment module determines whether the control parameters need to be adjusted based on the rotation angle value and the clamping force value. If adjustment is required, the parameter adjustment module calculates and corrects the control parameters; the instruction module generates a control instruction based on the corrected control parameters and sends the control instruction to the second motor.

[0017] According to one embodiment of the present invention, the cockpit calibration device further includes a fixed base, a column and a first bracket, the column is fixed on the top surface of the fixed base, and the first bracket is horizontally fixed on the top of the column.

[0018] According to one embodiment of the present invention, the cockpit calibration device further includes a parking brake detection device, and the parking brake detection device includes a third execution unit arranged on the first bracket, and the third execution unit is used to control the parking lever.

[0019] According to one embodiment of the present invention, the cockpit calibration device also includes a second bracket and a gear lever detection device, the gear lever detection device includes a third damping hinge and a fourth actuator unit, the second bracket is fixed to the top of the fixed base, one end of the third damping hinge cooperates with the second bracket, and the other end is connected to the fourth actuator unit, the third damping hinge is used to adjust the posture of the fourth actuator unit, and the fourth actuator unit is used to control the gear lever.

[0020] The present invention provides a cockpit calibration device, which can automatically detect and load pedals and steering wheels through a pedal detection device and a steering wheel detection device. The overall structure is compact and easy to operate, and the test efficiency can be effectively improved.

[0021] It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings are included to provide a further understanding of the present invention and are incorporated in and constitute a part of this application. The accompanying drawings illustrate embodiments of the present invention and together with the description serve to explain the principle of the present invention.

[0023] In the attached figure:

[0024] Figure 1A schematic diagram showing the structure of a cockpit calibration device according to an embodiment of the present invention Figure 1 .

[0025] Figure 2 A schematic structural diagram of a pedal detection device according to an embodiment of the present invention is shown.

[0026] Figure 3 A schematic structural diagram of a first execution unit according to an embodiment of the present invention is shown.

[0027] Figure 4 A schematic structural diagram of a control box according to an embodiment of the present invention is shown.

[0028] Figure 5 A schematic structural diagram of a second execution unit according to an embodiment of the present invention is shown.

[0029] The above drawings include the following reference numerals:

[0030] Cockpit calibration device 100

[0031] Control Box 101

[0032] Pedal detection device 102

[0033] Steering wheel detection device 103

[0034] Slide 104

[0035] The first damping hinge 105

[0036] The first execution unit 106

[0037] The second damping hinge 107

[0038] The second execution unit 108

[0039] The first motor 109

[0040] Screw 110

[0041] Transmission plate 111

[0042] Pressure head 112

[0043] Displacement sensor 113

[0044] First force sensor 114

[0045] Signal receiving module 115

[0046] Parameter adjustment module 116

[0047] Instruction module 117

[0048] The second motor 118

[0049] Reducer 119

[0050] Distance adjustment mechanism 120

[0051] Claw 121

[0052] Angle sensor 122

[0053] Second force sensor 123

[0054] Fixed base 124

[0055] Column 125

[0056] First bracket 126

[0057] Parking brake detection device 127

[0058] The third execution unit 128

[0059] Second bracket 129

[0060] Shift lever detection device 130

[0061] Fourth execution unit 131

[0062] Pedal 132

[0063] Cable fixing device 133

[0064] Pull 134

[0065] Steering wheel 135

[0066] The third damping hinge 136 DETAILED DESCRIPTION

[0067] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application may be combined with each other.

[0068] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0069] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0070] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present application. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to those of ordinary skill in the relevant field may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be considered as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so that once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0071] In the description of the present application, it should be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present application; the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0072] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0073] In addition, it should be noted that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above words have no special meaning and cannot be understood as limiting the scope of protection of this application. In addition, although the terms used in this application are selected from well-known and commonly used terms, some terms mentioned in the specification of this application may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this article. In addition, it is required to understand this application not only by the actual terms used, but also by the meaning implied by each term.

[0074] Figure 1 A schematic diagram showing the structure of a cockpit calibration device according to an embodiment of the present invention Figure 1 As shown in the figure, the present invention provides a cockpit calibration device 100 , which mainly includes a control box 101 , a pedal detection device 102 and a steering wheel detection device 103 .

[0075] The control box 101 is arranged in the cockpit.

[0076] The pedal detection device 102 includes a slide rail 104, a first damping hinge 105 and a first actuator 106. The slide rail 104 is arranged on the top of the control box 101. One end of the first damping hinge 105 is slidably matched with the slide rail 104. This sliding connection mode enables it to adjust its position freely. The other end is provided with the first actuator 106. The first damping hinge 105, by virtue of its own damping characteristics, enables it to flexibly adjust the posture of the first actuator 106, so that the first actuator 106 can be accurately aligned with the pedal 132 to ensure the angle of applying pressure to the pedal 132. The first actuator 106 is used to apply pressure to the pedal 132 to simulate the actual working condition of the driver stepping on the pedal 132, so as to detect various performance indicators of the pedal 132.

[0077] The steering wheel detection device 103 includes a second damping hinge 107 and a second actuator 108. One end of the second damping hinge 107 is fixedly arranged in the driving cabin to provide a stable fulcrum for the steering wheel detection device 103, and the other end is provided with a second actuator 108. The second damping hinge 107 is used to adjust the posture of the second actuator 108. The second actuator 108 is used to control the steering wheel 135, so that the control of the steering wheel 135 is more in line with the actual driving needs, and the performance of the steering wheel 135 is comprehensively tested by simulating the steering operation in various driving scenarios.

[0078] The control box 101 is used to control the actions of the first execution unit 106 and the second execution unit 108. According to different calibration requirements, control instructions are sent to enable the entire cockpit calibration device 100 to operate accurately.

[0079] Figure 2 A schematic structural diagram of a pedal detection device according to an embodiment of the present invention is shown. Figure 3 The schematic diagram of the structure of the first execution unit of an embodiment of the present invention is shown. As shown in the figure, in some examples, the first execution unit 106 includes a first motor 109, a screw rod 110, a transmission plate 111 and a pressure head 112. It is easy to understand that a conventional cockpit usually includes three pedals 132, namely, an accelerator, a brake and a clutch, and three first execution units 106 are configured correspondingly to apply pressure to each pedal 132 respectively to meet the comprehensive detection requirements. Among them, the first motor 109 serves as a power source to drive the screw rod 110 to rotate, thereby driving the transmission plate 111 to move along the length direction of the screw rod 110. A pressure head 112 is provided at the front end of the transmission plate 111. When the transmission plate 111 moves, the pedal 132 is accurately pressed by the pressure head 112 to simulate the actual working condition of the driver stepping on the pedal 132, thereby detecting various performance indicators of the pedal 132.

[0080] In some examples, the first execution unit 106 also includes a displacement sensor 113 and a first force sensor 114. The displacement sensor 113 is arranged on the motor, and the displacement sensor 113 is used to obtain the moving distance value of the pressure head 112, and the moving distance value can be transmitted to the control box 101 in real time, so as to provide data support for the subsequent control of the pedal 132, data analysis, and scientific evaluation of the performance of the pedal 132. Specifically, a wire fixing device 133 is provided on the transmission plate 111, and the wire 134 pulled out by the wire fixing device 133 is connected to the pull head of the displacement sensor 113 along the length direction of the screw rod 110. In this way, when the screw rod 110 rotates, thereby driving the transmission plate 111 to move along the length direction of the screw rod 110, the wire 134 pulls the pull head synchronously, and the displacement sensor 113 can obtain the moving distance value of the pressure head 112. Furthermore, a first force sensor 114 is provided on the pressure head 112, and is used to instantly obtain the pressure value applied by the pressure head 112 to the pedal 132, and can transmit the pressure value to the control box 101 in real time, and also provide data support for subsequent pedal 132 control, data analysis, and scientific evaluation of the performance of the pedal 132.

[0081] Figure 4The schematic diagram of the structure of the control box of an embodiment of the present invention is shown. As shown in the figure, in some examples, the control box 101 includes a signal receiving module 115, a parameter adjustment module 116 and an instruction module 117. The instruction module 117 generates a control instruction according to the original control parameters received by the control box 101 and sends the control instruction to the first motor 109. The signal receiving module 115 is responsible for receiving the data obtained by the displacement sensor 113 and the first force sensor 114 - the moving distance value of the pressure head 112 and the pressure value applied to the pedal 132. The parameter adjustment module 116 determines whether the control parameters need to be adjusted based on the moving distance value and the pressure value received by the signal receiving module 115, and if necessary, adjusts them. Once it is found that the data deviates from the ideal range, which means that the control parameters need to be optimized, the module will quickly start the calculation according to the built-in algorithm to obtain the corrected control parameters to ensure the stable implementation of the entire calibration process. The instruction module 117 generates a control instruction according to the control parameters corrected by the parameter adjustment module 116 and sends the control instruction to the first motor 109, ensuring that the first execution unit 106 adapts to the changing detection requirements in real time, accurately simulates the driver's operation, and provides guarantee for the calibration of the cockpit. That is to say, after the calibration test is started, the control box 101 cooperates with the first execution unit 106 to introduce the PID signal feedback control technology. The working state of the first execution unit 106, as well as the real-time data such as force value and displacement, are continuously fed back to the control box 101. The control box 101 plans the motion trajectory of the pedal 132 based on the received pressure value, moving distance value and speed and other multivariate parameters, and then generates a motion instruction to drive the first execution unit 106 to run according to the predetermined route. In this process, the first motor 109 is closed-loop controlled to make its operation more stable and accurate, and the power output is quickly adjusted according to the feedback information to ensure that each instruction and each action is accurate. This kind of collaborative operation mode of the control box 101 and the first execution unit 106 improves the detection efficiency and greatly shortens the calibration cycle; the operation noise is extremely low, avoiding the influence of external interference on the detection. In addition, in terms of displacement control, even tiny changes in the travel of the pedal 132 can be accurately captured and regulated, providing reliable guarantee for high-quality calibration of the cockpit.

[0082] Figure 5The schematic diagram of the structure of the second execution unit of an embodiment of the present invention is shown. As shown in the figure, the second execution unit 108 includes a second motor 118, a reducer 119, a distance adjustment mechanism 120 and a claw 121. The second motor 118 is used as a power source, and the torque is amplified by the reducer 119, and the reducer 119 is connected to the distance adjustment mechanism 120. The second motor 118 adjusts the distance between the claws 121 through the distance adjustment mechanism 120 so that the claws 121 clamp the steering wheel 135. In this example, the second execution unit 108 includes two claws 121 arranged at intervals, and the distance adjustment mechanism 120 can accurately dynamically adjust the distance between the two claws 121 to ensure that the distance between the claws 121 can adapt to the size and shape of the steering wheel 135, so that it can stably clamp the steering wheel 135. Further, the second motor 118 drives the steering wheel 135 to rotate through the claws 121, simulating the steering adjustment of the steering wheel 135 in daily driving.

[0083] In some examples, the second execution unit 108 further includes an angle sensor 122 and a second force sensor 123. The angle sensor 122 is disposed on the output shaft of the second motor 118 to obtain the rotation angle value of the steering wheel 135. The second force sensor 123 is disposed on the output end of the distance adjustment mechanism 120 to obtain the rotation force value of the claw 121. The rotation angle value and the rotation force value can be transmitted to the control box 101 through the angle sensor 122 and the second force sensor 123, providing data support for the subsequent control of the steering wheel 135 and the scientific evaluation of data analysis.

[0084] In some examples, during the calibration process of the entire steering wheel 135, whether the steering wheel 135 is adjusted at a small angle or rotated relatively greatly, the angle sensor 122 can capture the changes in real time and feed back the precise rotation angle data to the control system in the first time. The second force sensor 123 can instantly and accurately obtain the rotation force value of the claw 121 and quickly feed back these data to the control system. Based on the rotation force value data and the rotation angle information transmitted by the angle sensor 122, the control system can grasp the control state of the steering wheel 135, further optimize the calibration process, improve the overall scientificity and accuracy of the calibration work, and ensure that the cockpit calibration reaches a very high level in the steering wheel 135 control dimension. The instruction module 117 generates a control instruction based on the original control parameters received by the control box 101 and sends the control instruction to the second motor 118. The signal receiving module 115 is responsible for receiving the data obtained by the angle sensor 122 and the second force sensor 123-the rotation angle value of the claw 121 and the rotation force value applied to the claw 121. The parameter adjustment module 116 determines whether the control parameters need to be adjusted based on the rotation angle value and the rotation force value received by the signal receiving module 115. If adjustment is required, it will be done. Once it is found that the data deviates from the ideal range, which means that the control parameters need to be optimized, the module will quickly start calculations based on the built-in algorithm to obtain the corrected control parameters to ensure the stable progress of the entire calibration process. The instruction module 117 generates control instructions based on the control parameters corrected by the parameter adjustment module 116 and sends control instructions to the second motor 118 to ensure that the second execution unit 108 adapts to the changing detection requirements in real time, accurately simulates the driver's operation of the steering wheel 135, and provides guarantee for the calibration of the cockpit.

[0085] Return to Figure 1 and Figure 2 The cockpit calibration device 100 further includes a fixed base 124, a column 125 and a first bracket 126. The column 125 is fixed on the top surface of the fixed base 124, and the first bracket 126 is horizontally fixed on the top of the column 125. The first bracket 126 can rotate around the column 125 and is fixed. The first bracket 126 is suitable for arranging other calibration devices.

[0086] In some examples, the cockpit calibration device 100 also includes a parking brake detection device 127. The parking brake detection device 127 includes a third execution unit 128 disposed on the first bracket 126. The third execution unit 128 is used to control the parking lever to simulate the action of the driver pulling up the parking lever. The third execution unit 128 is driven according to the instructions and acts on the parking lever accurately. The third execution unit 128 collects feedback data of the parking lever in different states through the sensors arranged thereon, such as the force condition and displacement change of the parking lever. These data will be transmitted back to the control box 101 in real time, and will be integrated, compared and analyzed with the data from other components such as the pedal detection device 102 and the steering wheel detection device 103, so as to comprehensively evaluate the reliability and accuracy of the cockpit parking lever related systems.

[0087] In some examples, the cockpit calibration device 100 further includes a second bracket 129 and a gear lever detection device 130. The gear lever detection device 130 includes a third damping hinge 136 and a fourth execution unit 131. The second bracket 129 is fixed to the top of the fixed base 124, and one end of the third damping hinge 136 cooperates with the second bracket 129, and the second bracket 129 provides a stable support point for the third damping hinge 136. The other end of the third damping hinge 136 is connected to the fourth execution unit 131. The third damping hinge 136 uses its own damping characteristics to accurately adjust the posture of the fourth execution unit 131 to ensure that the gear lever detection device 130 can interact with the gear lever in the most suitable position. The fourth execution unit 131 is similar in structure to the first execution unit 106, and is used to control the gear lever and collect various feedback data of the gear lever in these processes in real time, such as the size of the shift force, the travel of the gear switching, etc. These data will be transmitted back to the control box 101, and integrated with the data from other components such as the parking brake detection device 127, the pedal detection device 102, the steering wheel detection device 103, etc. After comparison and analysis, the reliability and accuracy of the cockpit gear operation-related systems and the coordination performance with other control components are evaluated to ensure the integrity and scientific nature of the entire calibration work.

[0088] It will be apparent to those skilled in the art that various modifications and variations may be made to the above exemplary embodiments of the present invention without departing from the spirit and scope of the present invention. Therefore, it is intended that the present invention covers modifications and variations of the present invention that fall within the scope of the appended claims and their equivalent technical solutions.

Claims

1. A cockpit calibration device, comprising: A control box, arranged in the cockpit; A pedal detection device, comprising a slide rail, a first damping hinge and a first actuator, wherein the slide rail is arranged on the top of the control box, one end of the first damping hinge is slidably matched with the slide rail, and the other end is provided with the first actuator, the first actuator is used to apply pressure to the pedal, and the first damping hinge is used to adjust the posture of the first actuator; A steering wheel detection device, comprising a second damping hinge and a second actuator unit, wherein one end of the second damping hinge is fixedly arranged on the driving cabin, and the other end is provided with the second actuator unit, the second actuator unit is used to control the steering wheel, and the second damping hinge is used to adjust the posture of the second actuator unit; The control box is used to control the actions of the first execution unit and the second execution unit.

2. The cockpit calibration device according to claim 1, characterized in that: The first execution unit includes a first motor, a screw rod, a transmission plate and a pressure head. The first motor drives the screw rod to rotate, thereby driving the transmission plate to move along the length direction of the screw rod. The pressure head is provided at the front end of the transmission plate, and the transmission plate presses the pedal through the pressure head.

3. The cockpit calibration device according to claim 2, characterized in that: The first execution unit also includes a displacement sensor and a first force sensor. The displacement sensor is arranged on the first motor and is used to obtain the moving distance value of the pressure head. The first force sensor is arranged on the pressure head and is used to obtain the pressure value of the pressure head.

4. The cockpit calibration device according to claim 3, characterized in that: The control box includes a signal receiving module, a parameter adjustment module and an instruction module. The instruction module generates a control instruction according to the control parameter received by the control box and sends the control instruction to the first motor. The signal receiving module is used to receive the moving distance value and the pressure value obtained by the displacement sensor and the first force sensor. The parameter adjustment module determines whether the control parameter needs to be adjusted based on the moving distance value and the pressure value. If adjustment is required, the parameter adjustment module calculates and corrects the control parameter. The instruction module generates a control instruction according to the corrected control parameter and sends the control instruction to the first motor.

5. The cockpit calibration device according to claim 1, characterized in that: The second execution unit includes a second motor, a reducer, a distance adjustment mechanism and a claw. The second motor amplifies the torque through the reducer. The reducer is connected to the distance adjustment mechanism. The second motor adjusts the distance between the claws through the distance adjustment mechanism so that the claws clamp the steering wheel. The second motor drives the steering wheel to rotate through the claws.

6. The cockpit calibration device according to claim 5, characterized in that: The second execution unit also includes an angle sensor and a second force sensor. The angle sensor is arranged on the output shaft of the second motor to obtain the rotation angle value of the steering wheel, and the second force sensor is arranged on the output end of the distance adjustment mechanism to obtain the rotation force value of the claw.

7. The cockpit calibration device according to claim 6, characterized in that: The control box includes a signal receiving module, a parameter adjustment module and an instruction module. The instruction module generates a control instruction according to the control parameters received by the control box and sends the control instruction to the second motor. The signal receiving module is used to receive the rotation angle value and the clamping force value obtained by the angle sensor and the second force sensor. The parameter adjustment module determines whether the control parameters need to be adjusted based on the rotation angle value and the clamping force value. If adjustment is required, the parameter adjustment module calculates and corrects the control parameters; the instruction module generates a control instruction according to the corrected control parameters and sends the control instruction to the second motor.

8. The cockpit calibration device according to claim 1, characterized in that: The cockpit calibration device also includes a fixed base, a column and a first bracket, the column is fixed on the top surface of the fixed base, and the first bracket is horizontally fixed on the top of the column.

9. The cockpit calibration device according to claim 8, characterized in that: The cockpit calibration device further includes a parking brake detection device, which includes a third execution unit arranged on the first bracket, and the third execution unit is used to control the parking lever.

10. The cockpit calibration device according to claim 8, characterized in that: The cockpit calibration device also includes a second bracket and a gear lever detection device, the gear lever detection device includes a third damping hinge and a fourth actuator unit, the second bracket is fixed to the top of the fixed base, one end of the third damping hinge cooperates with the second bracket, and the other end is connected to the fourth actuator unit, the third damping hinge is used to adjust the posture of the fourth actuator unit, and the fourth actuator unit is used to control the gear lever.

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