Vehicle simulation test device and vehicle simulation test system

Abstract

The invention relates to a vehicle simulation test device and a vehicle simulation test system, and belongs to the technical field of vehicle test. In the vehicle simulation test device, a bearing plate is arranged opposite to a frame body and is in sliding connection with a stand column; the lifting mechanism is connected with the bearing plate and is in transmission connection with the stand column, and the lifting mechanism is used for driving the bearing plate to move in the direction close to or away from the frame body; in the driving assembly, a driving part body is rotationally connected with the frame body, a driving wheel and a driven wheel are rotationally connected with the driving part body, a plurality of bearing rolling shafts are arranged between the driving wheel and the driven wheel at intervals, a first driving motor is in transmission connection with the driving wheel, and the driving wheel, the driven wheel and the bearing rolling shafts are sleeved with a transmission belt. The second driving motor is used for driving the driving part body to rotate. By adopting the vehicle simulation test device, the working conditions which can be simulated by the vehicle simulation test device are richer, and the tested vehicle performance data are more comprehensive.

Description

Technical Field

[0001] This application relates to the technical field of vehicle testing, and particularly relates to a vehicle simulation test device and a vehicle simulation test system. Background Art

[0002] Simulation test benches are widely used in vehicle testing work. By evaluating and testing vehicles through simulation test benches, intuitive evaluations can be made on vehicle performance, safety, and driving experience.

[0003] Currently, automotive simulation test benches usually adopt a fixed structure and mainly test vehicle operating conditions under ideal conditions, such as testing vehicles under conditions of straight-line acceleration, uniform driving, or decelerating braking. For complex operating conditions, simulation test benches cannot meet the requirements. Summary of the Invention

[0004] This application provides a vehicle simulation test device and a vehicle simulation test system, which can solve the technical problems existing in the related art. The technical solutions of the vehicle simulation test device and the vehicle simulation test system are as follows: In a first aspect, this application provides a vehicle simulation test device, which includes a frame body, a bearing plate, a lifting mechanism, and a plurality of driving components; The frame body includes a connected frame body main body and a column; The bearing plate is arranged opposite to the frame body main body and is slidably connected to the column. The bearing plate has a plurality of avoidance holes; The lifting mechanism is connected to the bearing plate and is in transmission connection with the column. The lifting mechanism is used to drive the bearing plate to move in a direction closer to or farther from the frame body main body; The plurality of driving components are respectively located on one side of the frame body main body close to the bearing plate. Each driving component is arranged opposite to one of the avoidance holes. The driving component includes a driving part body, a driving wheel, a driven wheel, a plurality of bearing rollers, a first driving motor, a transmission belt, and a second driving motor. The driving part body is rotatably connected to the frame body main body, and the rotation axis of the driving part body is perpendicular to the frame body main body. The driving wheel and the driven wheel are respectively rotatably connected to the driving part body. The plurality of bearing rollers are arranged at intervals between the driving wheel and the driven wheel. The first driving motor is in transmission connection with the driving wheel. The transmission belt is sleeved outside the driving wheel, the driven wheel, and the plurality of bearing rollers. The second driving motor is used to drive the driving part body to rotate.

[0005] In a possible implementation manner, the bottom of the driving part body has a toothed ring structure; An adjusting gear is sleeved on the output shaft of the second driving motor, and the adjusting gear meshes with the toothed ring structure.

[0006] In a possible implementation, the driving component further includes a first adjustment mechanism, and the first adjustment mechanism includes a first telescopic member, a support member, and a universal joint; A plurality of mounting grooves are formed inside the driving member body, the bearing roller is located at the notch of the mounting groove, and the first telescopic member is fixed inside the mounting groove; The support member is located inside the mounting groove and is in transmission connection with the first telescopic member; The universal joint is respectively connected to the support member and the bearing roller.

[0007] In a possible implementation, the driving component further includes a second adjustment mechanism, and the second adjustment mechanism includes a tension wheel, a third driving motor, a lead screw, a buffer bracket, and an elastic member; The tension wheel is in contact with the transmission belt, an abutting boss is provided at the end of the tension wheel, and a through-hole structure is provided on the abutting boss; The third driving motor is connected to the driving member body; One end of the lead screw is connected to the output shaft of the third driving motor, and the other end of the lead screw passes through the through-hole structure; The buffer bracket is in transmission connection with the lead screw and can move along the axial direction of the lead screw; The elastic member is located between the abutting boss and the buffer bracket, and the two ends thereof are respectively abutted against the abutting boss and the buffer bracket.

[0008] In a possible implementation, the lifting mechanism includes a lifting motor and a lifting gear, the lifting motor is connected to the bearing plate, and the lifting gear is connected to the output shaft of the lifting motor; A rack structure is provided on the column, the rack structure extends in the vertical direction and meshes with the lifting gear.

[0009] In a possible implementation, the vehicle simulation test device further includes a slope adjustment assembly, and the slope adjustment assembly includes a plurality of spherical joints, a plurality of second telescopic members, and a mounting bracket; The frame body has a plurality of connection parts; Both ends of each second telescopic member are respectively connected to the connection part and the mounting bracket through a spherical joint.

[0010] In a possible implementation, the vehicle simulation test device further includes a road simulation frame, and the road simulation frame has a receiving cavity for receiving the slope adjustment assembly.

[0011] In a possible implementation, the vehicle simulation test device further includes an obstacle simulation component, and the obstacle simulation component includes a traveling guide frame, a translation guide frame, and a simulation target; The traveling guide frame extends along a first direction; The translation guide frame extends along a second direction, and the translation guide frame is slidably connected to the traveling guide frame, and the second direction is perpendicular to the first direction; The simulation target is slidably connected to the translation guide frame.

[0012] In a second aspect, the present application provides a vehicle simulation test system, and the vehicle simulation test system includes an enclosed simulation chamber and the vehicle simulation test device in the first aspect and its possible implementations, and the enclosed simulation chamber is used to accommodate the vehicle simulation test device.

[0013] In a possible implementation, the vehicle simulation test system further includes a weather simulation component, and the weather simulation component includes a fan, a light simulation lamp, a liquid storage tank, a liquid delivery mechanism, and a nozzle; The fan is connected to the enclosed simulation chamber, and the fan and the vehicle simulation test device are arranged opposite to each other; The light simulation lamp is fixed inside the enclosed simulation chamber and is used to simulate light at different times; The liquid storage tank is located outside the enclosed simulation chamber; The liquid delivery mechanism is connected to the liquid storage tank in communication; The nozzle is located inside the enclosed simulation chamber and is fixed to the top of the enclosed simulation chamber, and the nozzle is connected to the liquid delivery mechanism in communication.

[0014] The technical solution provided by the present application at least includes the following beneficial effects: The present application provides a vehicle simulation test device. For this vehicle simulation test device, the vehicle to be tested can drive onto the bearing plate. Subsequently, the lifting mechanism drives the bearing plate to move towards the direction of the frame body, so that the driving component extends through the avoidance hole to the upper surface of the bearing plate, and the driving component is in contact with the corresponding wheel. Immediately afterwards, the first driving motor drives the driving wheel to rotate, and drives the upper part of the conveyor belt to perform a translational movement by means of the driven wheel and a plurality of bearing rollers, so that the vehicle can maintain a driving state on the vehicle simulation test device. The second driving motor can drive the above-mentioned driving part body to rotate to simulate a turning condition and test various performance data of the vehicle under the turning condition. Compared with the simulation test bench in the related art that can only simulate straight-line acceleration, uniform driving, or deceleration braking to test the vehicle, the above vehicle simulation test device can simulate more working conditions. Furthermore, the vehicle performance data measured by using the above vehicle simulation test device is more comprehensive.

[0015] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this application. Description of the Drawings

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0017] Figure 1 It is a schematic structural diagram of a vehicle simulation test device shown in an embodiment of this application; Figure 2 It is a schematic structural diagram of a drive assembly shown in an embodiment of this application; Figure 3 It is a schematic structural diagram of a drive assembly shown in an embodiment of this application; Figure 4 It is a schematic structural diagram of a drive assembly shown in an embodiment of this application; Figure 5 It is a schematic structural diagram of a vehicle simulation test device shown in an embodiment of this application; Figure 6 It is a schematic structural diagram of a vehicle simulation test device shown in an embodiment of this application; Figure 7 It is a schematic structural diagram of a vehicle simulation test device shown in an embodiment of this application; Figure 8 It is a schematic structural diagram of an obstacle simulation assembly shown in an embodiment of this application; Figure 9 It is a schematic structural diagram of a vehicle simulation test system shown in an embodiment of this application; Figure 10 It is a schematic structural diagram of a vehicle simulation test system shown in an embodiment of this application; Figure 11 It is a schematic structural diagram of a simulation target shown in an embodiment of this application; Figure 12 It is a schematic structural diagram of a vehicle simulation test device shown in an embodiment of this application.

[0018] Legend Explanation 1. Frame; 11. Frame body; 12. Column; 111. Connection part; 121. Rack structure; 2. Carrier plate; 21. Avoidance hole; 3. Lifting mechanism; 31. Lifting motor; 32. Lifting gear; 4. Driving assembly; 41. Driving part body; 42. Driving wheel; 43. Driven wheel; 44. Bearing roller; 45. First driving motor; 46. Transmission belt; 47. Second driving motor; 48. First adjustment mechanism; 49. Second adjustment mechanism; 410. Tooth ring structure; 411. Installation groove; 471. Adjusting gear; 481. First telescopic part; 482. Support part; 483. Universal joint; 491. Tension wheel; 492. Third driving motor; 493. Lead screw; 494. Buffer frame; 495. Elastic part; 4101. Bearing frame; 4102. Plate body; 4111. Chute structure; 4911. Abutting boss; 4941. Threaded hole structure; 49110. Through hole structure; 5. Gradient adjustment assembly; 51. Spherical joint; 52. Second telescopic part; 53. Mounting frame; 6. Road simulation frame; 61. Bottom frame; 62. Guide plate; 601. Accommodation cavity; 7. Obstacle simulation assembly; 71. Traveling guide frame; 72. Translation guide frame; 73. Simulation target; 711. First frame body; 712. First traction rope; 713. First pulley; 714. First traction motor; 721. Second frame body; 722. Second traction rope; 723. Second pulley; 724. Second traction motor; 731. Slide rail connecting seat; 732. Simulation target body; 733. Fixed pin; 7211. First connection mechanism; 7311. Clamping groove; 7321. Clamping block; 7322. Rotating shaft; 7323. Simulation target mounting frame; 7324. Simulation target inflatable airbag; 73210. Pin hole; 300. Turntable structure; 400. Wind speed sensor; 500. Light sensor; 100. Enclosed simulation chamber; 101. Arch-shaped support frame; 102. Curved screen; 103. Wall; 1011. Sliding guide rail; 200. Weather simulation assembly; 201. Fan; 202. Light simulation lamp; 203. Liquid storage tank; 204. Liquid conveying mechanism; 205. Sprayer; 206. Laser emitter; 207. Laser receiver; 2021. Lighting fixture mounting bracket; 2022. Lamp body; 2041. Delivery pipe; 2042. Solenoid valve; 2051. Rain-making nozzle; 2052. Atomizing nozzle. Specific embodiments

[0019] To make the objectives, technical solutions and advantages of the present application clearer, the following will further describe in detail the embodiments of the present application with reference to the accompanying drawings.

[0020] The terms used in the embodiments of the present application are only for explaining the embodiments of the present application, and are not intended to limit the present application. Unless otherwise defined, the technical terms or scientific terms used herein should have the ordinary meaning understood by those of ordinary skill in the art to which the present application belongs. The "first", "second", "third" and similar terms used in the patent application specification and claims of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, terms such as "a" or "one" do not indicate a quantity limitation, but indicate that there is at least one. The terms "including" or "comprising" and similar terms mean that the elements or items appearing before "including" or "comprising" cover the elements or items listed after "including" or "comprising" and their equivalents, and do not exclude other elements or items. The terms "connected" or "coupled" and similar terms are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", etc. are only used to indicate relative position relationships, and when the absolute position of the object being described changes, the relative position relationships may also change accordingly.

[0021] The embodiments of the present application provide a vehicle simulation test device, which can simulate complex working conditions, so as to test the vehicle under complex working conditions and obtain various data of the vehicle under complex working conditions. As Figure 1 shown, the vehicle simulation test device includes a frame body 1, a carrier plate 2, a lifting mechanism 3 and a plurality of driving components 4.

[0022] Among them, the frame body 1 includes a connected frame body main body 11 and a column 12. The bearing plate 2 is arranged opposite to the frame body main body 11 and is slidably connected to the column 12. The bearing plate 2 has a plurality of avoidance holes 21. The lifting mechanism 3 is connected to the bearing plate 2 and is in transmission connection with the column 12. The lifting mechanism 3 is used to drive the bearing plate 2 to move in a direction close to or away from the frame body main body 11. A plurality of driving components 4 are respectively located on one side of the frame body main body 11 close to the bearing plate 2. Each driving component 4 is arranged opposite to an avoidance hole 21. The driving component 4 includes a driving part body 41, a driving wheel 42, a driven wheel 43, a plurality of bearing rollers 44, a first driving motor 45, a transmission belt 46 and a second driving motor 47. The driving part body 41 is rotatably connected to the frame body main body 11. The rotation axis of the driving part body 41 is perpendicular to the frame body main body 11. The driving wheel 42 and the driven wheel 43 are respectively rotatably connected to the driving part body 41. A plurality of bearing rollers 44 are arranged at intervals between the driving wheel 42 and the driven wheel 43. The first driving motor 45 is in transmission connection with the driving wheel 42. The transmission belt 46 is sleeved outside the driving wheel 42, the driven wheel 43 and a plurality of bearing rollers 44. The second driving motor 47 is used to drive the driving part body 41 to rotate.

[0023] Specifically, referring to Figure 1 , the vehicle simulation test device may include four driving components 4. Correspondingly, the bearing plate 2 has four avoidance holes 21, and the four driving components 4 respectively correspond to the four wheels of the vehicle body. Of course, for a vehicle with a different number of wheels, the vehicle simulation test device may be provided with a corresponding number of driving components 4 so as to conduct a simulation test on the vehicle.

[0024] Specifically, the driving part body 41 includes a base, two first vertical connecting pieces, two second vertical connecting pieces and a transverse connecting piece. The base has a cylindrical structure or a frustum of a cone structure and is rotatably connected to the frame body main body 11. The top surface of the base has two mounting seats. The two first vertical connecting pieces are arranged at intervals and are respectively connected to one of the mounting seats. The two second vertical connecting pieces are arranged at intervals and are respectively connected to the other mounting seat. The transverse connecting piece has an I-shaped block structure. Both ends of the transverse connecting piece respectively have an avoidance space, and these two avoidance spaces respectively provide an installation space for the driving wheel 42 and the driven wheel 43. Both ends of the transverse connecting piece are respectively connected to the first vertical connecting piece and the second vertical connecting piece. A plurality of bearing rollers 44 are respectively located on the top surface of the transverse connecting piece and can all rotate about a fixed axis relative to the transverse connecting piece.

[0025] In one example, as Figure 2 shown, a turntable structure 300 is arranged below the base, and this turntable structure is rotatably connected to the frame body main body 11.

[0026] Adopting the technical solution provided by the embodiment of the present application, as Figure 1 and12 As shown, the vehicle to be tested can drive onto the bearing plate 2. Subsequently, the lifting mechanism 3 drives the bearing plate 2 to move towards the frame body 11, so that the driving assembly 4 extends through the avoidance hole to the upper surface of the bearing plate 2, making the driving assembly 4 contact the corresponding wheel. Immediately afterwards, the first driving motor 45 drives the driving wheel 42 to rotate, and drives the upper part of the transmission belt 46 to perform a translational movement by means of the driven wheel 43 and a plurality of bearing rollers 44, so that the vehicle can maintain a driving state on the vehicle simulation test device. The second driving motor 47 can drive the driving part body 41 to rotate, simulating a turning condition and testing various performance data of the vehicle under the turning condition. Compared with the simulation test bench in the related art that can only simulate straight-line acceleration, uniform driving or decelerating braking to test the vehicle, the above vehicle simulation test device can simulate more abundant working conditions. Furthermore, the vehicle performance data measured by using the above vehicle simulation test device is more comprehensive.

[0027] In some examples, the lifting mechanism 3 controls the movement of the bearing plate 2 through gear meshing.

[0028] As Figure 1 shown, the lifting mechanism 3 includes a lifting motor 31 and a lifting gear 32. The lifting motor 31 is connected to the bearing plate 2, and the lifting gear 32 is connected to the output shaft of the lifting motor 31. The column 12 has a rack structure 121, and the rack structure 121 extends in the vertical direction and meshes with the lifting gear 32.

[0029] In some possible embodiments, the driving part body 41 rotates through gear transmission.

[0030] As Figure 2 shown, the bottom of the driving part body 41 has a toothed ring structure 410, and an adjusting gear 471 is sleeved on the output shaft of the second driving motor 47, and the adjusting gear 471 meshes with the toothed ring structure 410.

[0031] In implementation, when the output shaft of the second driving motor 47 rotates forward, the driving part body 41 can rotate around the first circumferential direction. When the output shaft of the second driving motor 47 rotates reversely, the driving part body 41 can rotate around the second circumferential direction, and the second circumferential direction is the reverse of the first circumferential direction.

[0032] Combined with the previous example, the driving part body 41 includes a base, two first vertical connectors, two second vertical connectors and a transverse connector. The toothed ring structure 410 can be located on the outer ring of the base. Further, when the output shaft of the second driving motor 47 rotates, it drives the base to rotate.

[0033] Refer to Figure 4, the lateral connecting member includes a connected bearing frame 4101 and a plate body 4102. The bearing frame 4101 is respectively rotatably connected to the driving wheel 42 and the driven wheel 43, and a clearance area is provided in the middle of the bearing frame 4101. The plate body 4102 is located within the clearance area and is connected to the bearing frame 4101.

[0034] In some possible embodiments, the driving assembly 4 further includes a first adjustment mechanism 48, and the first adjustment mechanism 48 is used to adjust the roughness of the vehicle simulation test device.

[0035] As Figure 3 shown, the first adjustment mechanism 48 includes a first telescopic member 481, a support member 482 and a universal joint 483. A plurality of mounting grooves 411 are provided inside the driving member body 41. The bearing roller 44 is located at the notch of the mounting groove 411, and the first telescopic member 481 is fixed inside the mounting groove 411. The support member 482 is located inside the mounting groove 411 and is in transmission connection with the first telescopic member 481. The universal joint 483 is respectively connected to the support member 482 and the bearing roller 44.

[0036] Specifically, a plurality of mounting grooves 411 are provided on the top surface of the lateral connecting member. The fixed end of the first telescopic member 481 is fixedly connected to the bottom of the mounting groove 411. The movable end of the first telescopic member 481 can move in the depth direction of the mounting groove 411. The support member 482 is located on the side of the first telescopic member 481 away from the bottom of the groove and is connected to the movable end of the first telescopic member 481. The universal joint 483 is located outside the notch of the mounting groove 411 and is connected to the side of the support member 482 close to the notch. The end of the bearing roller 44 is rotatably connected to the universal joint 483.

[0037] Optionally, a chute structure 4111 may be provided on the side wall of the mounting groove 411, and the support member 482 is slidably connected to the chute structure 4111. In this way, the movement stability of the support member 482 in the mounting groove 411 can be improved.

[0038] Furthermore, two first telescopic members 481 and two support members 482 may be provided in each mounting groove 411. The two first telescopic members 481 are distributed on both sides in the length direction of the first mounting groove 411 and are respectively connected to the bottom of the mounting groove 411. Each support member 482 is connected to one first telescopic member 481. Correspondingly, two universal joints 483 are provided for each mounting groove 411. Each universal joint 483 is connected to the top surface of one support member 482. Both ends of each bearing roller 44 are respectively rotatably connected to the two universal joints 483.

[0039] In this way, both ends of the bearing roller 44 have supports, which can improve the bearing capacity of the bearing roller 44.

[0040] In one example, the vehicle simulation test device further includes a control unit, which is electrically connected to the multiple first telescopic members 481 respectively and is used to control the extension length of the movable ends of the multiple first telescopic members 481 respectively.

[0041] In implementation, through the control unit, the movable ends of the first telescopic members 481 arranged in different mounting grooves 411 can be extended by different lengths, so that the multiple support members 482 are arranged staggeredly in the vertical direction, thereby making the contact surface between the transmission belt 46 and the wheel more uneven, that is, increasing the ruggedness of the vehicle simulation test device.

[0042] On the other hand, the first adjustment mechanism 48 can also adjust the slope of the vehicle simulation test device.

[0043] Exemplarily, in the direction from the driving wheel 42 to the driven wheel 43, the extension lengths of the movable ends of the multiple first telescopic members 481 can gradually increase, so that the overall slope of the driving assembly 4 gradually increases. At this time, the vehicle simulation test device can simulate the uphill working condition. Or, in the direction from the driving wheel 42 to the driven wheel 43, the extension lengths of the movable ends of the multiple first telescopic members 481 can gradually decrease, so that the overall slope of the driving assembly 4 gradually decreases. At this time, the vehicle simulation test device can simulate the downhill working condition.

[0044] Exemplarily, in the direction perpendicular to the direction from the driving wheel 42 to the driven wheel 43, for the two first telescopic members 481 arranged in each mounting groove 411, the extension length of the movable end of the first telescopic member 481 close to the second driving motor 47 can be greater than or less than the extension length of the movable end of the first telescopic member 481 far from the second driving motor 47. At this time, the vehicle simulation test device can simulate the curve working condition. It can be understood that for the two first telescopic members 481 arranged in each mounting groove 411, the difference in the extension lengths of the movable ends of the two first telescopic members 481 can be equal or unequal.

[0045] By adopting the technical solution provided by the embodiment of the present application, by controlling the extension lengths of the movable ends of the multiple first telescopic members 481 through the control unit, the driving assembly 4 can be adjusted to different slopes to simulate the uphill working condition, the downhill working condition or the curve working condition, so as to test the performance of the vehicle at different slopes.

[0046] In some examples, the two first vertical connecting members and the two second vertical connecting members are respectively rotatably connected to the mounting seat. In this way, the included angle between the first vertical connecting member and the second vertical connecting member is adjustable.

[0047] In some possible embodiments, the driving assembly 4 further includes a second adjustment mechanism 49, and the second adjustment mechanism 49 is used to adjust the simulated road conditions of the vehicle simulation test device.

[0048] Such asFigure 4 As shown, the second adjustment mechanism 49 includes a tension pulley 491, a third drive motor 492, a lead screw 493, a buffer frame 494, and an elastic member 495.

[0049] The tension pulley 491 is in contact with the transmission belt 46. The end of the tension pulley 491 has an abutting boss 4911, and the abutting boss 4911 has a through-hole structure 49110. The third drive motor 492 is connected to the drive member body 41. One end of the lead screw 493 is connected to the output shaft of the third drive motor 492, and the other end of the lead screw 493 passes through the through-hole structure 49110. The buffer frame 494 is in transmission connection with the lead screw 493 and can move along the axial direction of the lead screw 493. The elastic member 495 is located between the abutting boss 4911 and the buffer frame 494, and the two ends are respectively abutted against the abutting boss 4911 and the buffer frame 494.

[0050] Specifically, as Figure 2 and Figure 4 shown, the tension pulley 491 has a columnar structure. The axis of the tension pulley 491 is parallel to the axis of the driven pulley 43. Both ends of the tension pulley 491 respectively have an abutting boss 4911, and each abutting boss 4911 has a through-hole structure 49110. The axis of the through-hole structure 49110 is parallel to the output shaft of the second drive motor 47. Two third drive motors 492 are respectively fixedly connected to both sides of the transverse connecting member. The output shaft of each third drive motor 492 is coaxially arranged with a through-hole structure 49110. Correspondingly, the second adjustment mechanism 49 includes two lead screws 493, and each lead screw 493 is connected to the output shaft of a third drive motor 492. The elastic member 495 can be a spring, and the spring is sleeved outside the lead screw 493.

[0051] Furthermore, the buffer frame 494 is a rectangular frame. Threaded hole structures 4941 are respectively arranged on two opposite edges of the buffer frame 494. The internal thread of the threaded hole structure 4941 is adapted to the external thread of the lead screw 493. In implementation, the control unit is electrically connected to the two third drive motors 492 respectively, and is used to control the output shafts of the two third drive motors 492 to rotate in the same direction and at the same speed. Through thread cooperation, the buffer frame 494 is controlled to move in the vertical direction (i.e., the axial direction of the lead screw 493), so as to adjust the extrusion force of the abutting boss 4911 on the elastic member 495. It is easy to understand that during the process of the buffer frame 494 gradually moving downward, the tension pulley 491 correspondingly moves downward gradually, so as to gradually tighten the transmission belt 46. During the process of the buffer frame 494 gradually moving upward, the tension pulley 491 correspondingly moves upward gradually, so as to gradually loosen the transmission belt 46. Furthermore, by tightening or loosening the transmission belt 46, the surface roughness of the transmission belt 46 can be changed to simulate road conditions such as cement roads, asphalt roads, and sandy roads.

[0052] In some examples, the control unit is electrically connected to two third drive motors 492 respectively, and the control unit can control the output shafts of the two third drive motors 492 to rotate with different speeds in the same direction. In this way, within a unit time, the distances that the two ends of the buffer frame 494 move downward are different. Correspondingly, the tension degrees on both sides of the transmission belt 46 are different, so that different road conditions can be simulated on both sides of the transmission belt.

[0053] In some examples, the second adjustment mechanism 49 further includes a sliding sleeve. The sliding sleeve is sleeved outside the lead screw 493, and the sliding sleeve is located within the through-hole structure 49110 and is slidably connected to the through-hole structure 49110. In this way, it is possible to prevent the external thread of the lead screw 493 from rubbing against the inner wall of the through-hole structure 49110.

[0054] By adopting the technical solution provided by the embodiment of the present application, by controlling the extending lengths of the movable ends of multiple first telescopic members 481 by the control unit, the driving assembly 4 can be adjusted to different slopes to simulate uphill conditions, downhill conditions or bend conditions, so as to test the performance of the vehicle at different slopes.

[0055] In some possible embodiments, the vehicle simulation test device further includes a slope adjustment assembly 5, as Figure 5 shown, the slope adjustment assembly 5 includes a plurality of spherical joints 51, a plurality of second telescopic members 52 and a mounting bracket 53.

[0056] Specifically, the frame body 11 has a plurality of connecting portions 111, as Figure 5 shown, the frame body 11 has a rectangular plate-like structure, and each of the four top corners of the frame body 11 has a connecting portion 111. The second telescopic member 52 includes a sleeve and a telescopic rod that are slidably connected. The sleeve is connected to the mounting bracket 53 through a spherical joint 51, and the end of the telescopic rod away from the sleeve is connected to the connecting portion 111 through a spherical joint 51.

[0057] In implementation, the control unit is electrically connected to a plurality of second telescopic members 52 respectively, see Figure 5 and Figure 7, the control unit can control the telescopic rods of the two second telescopic members 52 located at the front side of the vehicle body to extend by a first length L1, and control the telescopic rods of the two second telescopic members 52 located at the rear side of the vehicle body to extend by a second length L2, where L1 > L2, so that the front side of the frame body 11 tilts up to simulate an uphill working condition. Or, the control unit can control the telescopic rods of the two second telescopic members 52 located at the front side of the vehicle body to extend by a third length L3, and control the telescopic rods of the two second telescopic members 52 located at the rear side of the vehicle body to extend by a fourth length L4, where L3 is less than L4, so that the rear side of the frame body 11 tilts up to simulate a downhill working condition. Of course, the control unit can control the telescopic rods of the two second telescopic members 52 located on the left side of the vehicle body to extend by a fifth length L5, and control the telescopic rods of the two second telescopic members 52 located on the right side of the vehicle body to extend by a sixth length L6, where L5 > L6, so that the left side of the frame body 11 tilts up to simulate a curve working condition.

[0058] By adopting the technical solution provided by the embodiment of the present application, by controlling the extension lengths of the telescopic rods of multiple second telescopic members 52 by the control unit, the frame body 11 can be adjusted to different slopes to simulate uphill, downhill or curve working conditions, so as to test the performance of the vehicle under different slopes.

[0059] Exemplarily, the above-mentioned first telescopic member 481 and second telescopic member 52 can both be hydraulic telescopic members.

[0060] In some possible embodiments, the vehicle simulation test device further includes a road simulation frame 6.

[0061] As Figure 6 shown, the road simulation frame 6 has a receiving cavity 601 for receiving the slope adjustment assembly 5.

[0062] See Figure 5 and Figure 6 , the road simulation frame 6 includes a chassis 61 and a guide plate 62. The chassis 61 has a receiving cavity 601. The mounting frame 53 of the slope adjustment assembly 5 is located in the receiving cavity 601 and is connected to the chassis 61. At least a part of the second telescopic member 52 protrudes from the top surface of the chassis 61. One end of the guide plate 62 is connected to the top surface of the chassis 61, and the other end is smoothly connected to the bearing plate 2.

[0063] During implementation, the vehicle can travel to the bearing plate 2 via the guide plate 62 to perform subsequent simulation tests.

[0064] In some possible embodiments, the vehicle simulation test device further includes an obstacle simulation component 7.

[0065] See Figure 7 and Figure 8, the obstacle simulation component 7 includes a traveling guide frame 71, a translation guide frame 72, and a simulation target 73; the traveling guide frame 71 extends along a first direction; the translation guide frame 72 extends along a second direction, and the translation guide frame 72 is slidably connected to the traveling guide frame 71, and the second direction is perpendicular to the first direction; the simulation target 73 is slidably connected to the translation guide frame 72.

[0066] Specifically, as Figure 8 shown, the traveling guide frame 71 includes a first frame body 711, a first traction rope 712, two first pulleys 713, and a first traction motor 714. The first frame body 711 is disposed on the top surface of the chassis 61. The two first pulleys 713 are distributed on both sides of the first frame body 711 and are rotatably connected to the first frame body 711. The first traction rope 712 is sleeved outside the two first pulleys 713. The first traction motor 714 is drivingly connected to one of the first pulleys 713.

[0067] In implementation, the first traction motor 714 drives the first pulley 713 to rotate, thereby driving the first traction rope 712 to translate and slide along the first direction on the top surface of the first frame body 711.

[0068] Further, the translation guide frame 72 includes a second frame body 721, a second traction rope 722, two second pulleys 723, and a second traction motor 724. The bottom surface of the second frame body 721 has a first connection structure 7211. The first connection structure 7211 is buckled on the first frame body 711 and is slidably connected to the first frame body 711. And the second frame body 721 is fixedly connected to the first traction rope 712. The two second pulleys 723 are distributed on both sides of the second frame body 721 and are rotatably connected to the second frame body 721. The second traction rope 722 is sleeved outside the two second pulleys 723. The second traction motor 724 is drivingly connected to one of the second pulleys 723. The bottom of the simulation target 73 also has a first connection structure 7211. The first connection structure 7211 is buckled on the second frame body 721 and is slidably connected to the second frame body 721. And the simulation target 73 is fixedly connected to the second traction rope 722.

[0069] In implementation, the first traction motor 714 drives the first pulley 713 to rotate, thereby driving the first traction rope 712 to translate and slide on the top surface of the first frame body 711, driving the second frame body 721 to move along the first direction. The second traction motor 724 drives the second pulley 723 to rotate, thereby driving the second traction rope 722 to translate and slide along the second direction on the top surface of the second frame body 721, and further driving the simulation target 73 to move in the second direction. That is, by driving the first traction motor 714 and the second traction motor 724, the simulation target 73 can be driven to move in the first direction and the second direction respectively.

[0070] Exemplarily, the number of the traveling guide frames 71 can be multiple, such as Figure 8 As shown, the obstacle simulation component 7 includes three traveling guide frames 71. The three traveling guide frames 71 are spaced apart in the second direction. Correspondingly, the bottom surface of the second frame body 721 has three first connection structures 7211, and each first connection structure 7211 is slidably connected to a first frame body 711 respectively.

[0071] In this way, the installation stability of the translation guide frame 72 can be improved.

[0072] In some examples, referring to Figure 11 , the simulation target 73 includes a slide rail connection seat 731, a simulation target body 732, and a fixing pin 733. The lower part of the slide rail connection seat 731 has a second connection structure, and this second connection structure is buckled with the second frame body 721. The upper part of the slide rail connection seat 731 has a clamping groove 7311. The simulation target body 732 includes a clamping block 7321, a rotating shaft 7322, a simulation target mounting bracket 7323, and a simulation target inflatable airbag 7324. The shape and size of the clamping block 7321 are respectively adapted to the clamping groove 7311. The clamping block 7321 has a pin hole 73210. Correspondingly, the slide rail connection seat 731 has a pin hole (not shown in the figure). The rotating shaft 7322 is rotatably connected to the top surface of the clamping block 7321. The simulation target mounting bracket 7323 is connected to the top surface of the rotating shaft 7322. The simulation target inflatable airbag 7324 is detachably connected to the simulation target mounting bracket 7323. The fixing pin 733 passes through the pin hole on the slide rail connection seat 731 and the pin hole 73210 on the clamping block 7321 respectively, so as to clamp the slide rail connection seat 731 and the clamping block 7321.

[0073] In this way, the assembly efficiency of the simulation target 73 can be improved.

[0074] In implementation, through the simulation target inflatable airbag 7324, a three-dimensional corresponding target can be simulated, so as to perform a simulation test on the intelligent driving performance of the vehicle. Compared with the flat model, this method is lighter in weight, easier to carry and replace, and has a higher overall simulation degree. It can reduce the load on the traction device and make its response speed faster. At the same time, the shape and size of the simulation target inflatable airbag 7324 can be customized according to needs to simulate various types of targets, such as pedestrians, animals or obstacles, etc.

[0075] The technical solutions provided by the embodiments of the present application at least include the following beneficial effects: An embodiment of the present application provides a vehicle simulation test device. For this vehicle simulation test device, the vehicle to be tested can drive onto the bearing plate 2. Subsequently, the lifting mechanism 3 drives the bearing plate 2 to move towards the frame body 11, so that the driving component 4 extends through the avoidance hole to the upper surface of the bearing plate 2, making the driving component 4 contact the corresponding wheel. Immediately afterwards, the first driving motor 45 drives the driving wheel 42 to rotate, and drives the upper part of the transmission belt 46 to perform a translational movement by means of the driven wheel 43 and a plurality of bearing rollers 44, so that the vehicle can maintain a driving state on the vehicle simulation test device. The driving part body 41 can be driven to rotate by the second driving motor 47 to simulate a turning condition and test various performance data of the vehicle under the turning condition. Compared with the simulation test bench in the related art that can only simulate straight-line acceleration, uniform driving or deceleration braking to test the vehicle, the above vehicle simulation test device can simulate a richer range of working conditions. Furthermore, the vehicle performance data measured using the above vehicle simulation test device is more comprehensive.

[0076] An embodiment of the present application also provides a vehicle simulation test system, as Figure 9 shown. This vehicle simulation test system includes a vehicle simulation test device and a closed simulation chamber 100.

[0077] As Figure 10 shown, the closed simulation chamber 100 includes a plurality of arched support frames 101, a plurality of arc-shaped screens 102 and a wall body 103. The plurality of arched support frames 101 are spaced apart and are respectively fixedly connected to the ground. Each arc-shaped screen 102 is located between two adjacent arched support frames 101 and is respectively connected to the two arched support frames 101. The wall body 103 is connected to the arched support frame 101 at the edge. The plurality of arched support frames 101, the plurality of arc-shaped screens 102 and the wall body 103 form an accommodation space for accommodating the above vehicle simulation test device.

[0078] In some possible embodiments, the vehicle simulation test system further includes a weather simulation component 200. This weather simulation component 200 includes a blower 201, a light simulation lamp 202, a liquid storage tank 203, a liquid delivery mechanism 204 and a nozzle 205.

[0079] As Figure 10 shown, the blower 201 is arranged on the wall body 103, and the air outlet direction of the blower 201 is directly opposite to the vehicle simulation test device. The light simulation lamp 202 includes a lamp installation frame 2021 and a lamp body 2022. The inner arc surface of the arched support frame 101 has a sliding guide rail 1011. The lamp installation frame 2021 is slidably connected to the sliding guide rail 1011, and the lamp body 2022 is connected to the lamp installation frame 2021.

[0080] Specifically, the control unit is electrically connected to the lamp mounting bracket 2021 and the lamp body 2022 respectively. The control unit can control the illumination intensity of the lamp body 2022 to simulate a cloudy condition or a sunny condition. The control unit can control the lamp mounting bracket 2021 to slide on the sliding guide rail 1011, so that the lamp body 2022 illuminates the vehicle body at different positions of the arched support frame 101, thereby simulating the simulation test environment at different time periods.

[0081] Correspondingly, referring to Figure 5 , the vehicle simulation test device further includes a wind speed sensor 400 and a light sensor 500. The wind speed sensor 400 and the light sensor 500 are respectively connected to the frame body 11 and are electrically connected to the control unit respectively. The wind speed sensor 400 is used to detect the wind speed information received by the vehicle simulation test device and send the wind speed information to the control unit. The control unit can adjust the rotation speed of the fan 201 based on the received wind speed information. The light sensor 500 is used to detect the light information received by the vehicle simulation test device and send the light information to the control unit. The control unit can adjust the illumination intensity of the lamp body 2022 based on the received light information.

[0082] Specifically, referring to Figure 10 , the liquid storage tank 203 is located outside the closed simulation chamber 100. The liquid storage tank 203 is used to store liquid water. The liquid delivery mechanism 204 includes a delivery pipe 2041, a solenoid valve 2042, and a pump body (not shown in the figure). The delivery pipe 2041 is connected to the liquid storage tank 203. The solenoid valve 2042 is disposed in the delivery pipe 2041 and is used to control the on-off of the liquid flow path in the delivery pipe 2041. The nozzle 205 is located inside the closed simulation chamber 100 and is fixed to the top of the closed simulation chamber 100. The nozzle 205 is connected to the output end of the liquid delivery mechanism 204.

[0083] In implementation, the control unit is electrically connected to the pump body and the solenoid valve 2042 respectively. The control unit is used to control the pump body and the solenoid valve 2042 to start, so as to pump the liquid water from the liquid storage tank 203 into the delivery pipe 2041 and conduct the liquid flow path in the delivery pipe 2041, so that the liquid water can be sprinkled onto the vehicle simulation test device via the nozzle 205 to simulate rainy and foggy weather.

[0084] Further, in one example, the weather simulation component 200 includes a plurality of rain-making nozzles 2051 and a plurality of atomizing nozzles 2052. The plurality of rain-making nozzles 2051 and the plurality of atomizing nozzles 2052 are arranged alternately at intervals and are respectively connected to the delivery pipe 2041. The plurality of rain-making nozzles 2051 and the plurality of atomizing nozzles 2052 are respectively electrically connected to the control unit. The control unit can open the plurality of rain-making nozzles 2051 respectively to simulate rainy weather, or open the plurality of atomizing nozzles 2052 respectively to simulate foggy weather, or open the plurality of rain-making nozzles 2051 and the plurality of atomizing nozzles 2052 simultaneously to simulate rainy and foggy weather.

[0085] Optionally, the weather simulation component 200 may further include a flow meter (not shown in the figure). The flow meter is electrically connected to the control unit and is used to detect the flow rate of liquid water in the delivery pipe 2041. Further, the control unit can control the opening degree of the solenoid valve 2042, thereby adjusting the flow rate of liquid water in the delivery pipe 2041 to control the rainfall intensity, fog concentration, etc.

[0086] In some examples, referring to Figure 10 , the weather simulation component 200 further includes a laser transmitter 206 and a laser receiver 207. The laser transmitter 206 and the laser receiver 207 are distributed on both sides of the vehicle simulation test device and are arranged opposite to each other. The laser transmitter 206 and the laser receiver 207 are respectively electrically connected to the control unit. The control unit is used to control the laser transmitter 206 to send laser to the laser receiver 207 at a preset light intensity value. The laser receiver 207 is used to receive the laser, determine the target light intensity value of the received laser, and send the target light intensity value to the control unit. The control unit can determine the rainfall intensity and fog concentration inside the closed simulation chamber 100 according to the ratio of the target light intensity value to the preset light intensity value, and control the opening degree of the solenoid valve 2042 based on the rainfall intensity and fog concentration.

[0087] The above are only optional embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle simulation test device, characterized in that: The vehicle simulation test device comprises a frame (1), a bearing plate (2), a lifting mechanism (3) and a plurality of drive components (4); The frame (1) comprises a frame body (11) and columns (12) connected to each other; The bearing plate (2) is arranged opposite to the frame body (11) and is slidably connected to the upright column (12); the bearing plate (2) has a plurality of avoidance holes (21); The lifting mechanism (3) is connected to the carrying plate (2) and is in transmission connection with the column (12), and the lifting mechanism (3) is used to drive the carrying plate (2) to move in a direction approaching or moving away from the frame body (11); The plurality of drive assemblies (4) are respectively located on a side of the frame body (11) close to the bearing plate (2), each drive assembly (4) is arranged opposite to one of the avoidance holes (21), the drive assembly (4) comprises a drive member body (41), a driving wheel (42), a driven wheel (43), a plurality of bearing rollers (44), a first drive motor (45), a transmission belt (46) and a second drive motor (47), the drive member body (41) is rotatably connected to the frame body (11), and the rotation axis of the drive member body (41) is aligned with the frame body (11). The driving wheel (42) and the driven wheel (43) are respectively connected to the driving member body (41) for rotation; the plurality of bearing rollers (44) are arranged between the driving wheel (42) and the driven wheel (43) at intervals; the first driving motor (45) is connected to the driving wheel (42) for transmission; the transmission belt (46) is sleeved on the driving wheel (42), the driven wheel (43) and the plurality of bearing rollers (44); and the second driving motor (47) is used for driving the driving member body (41) for rotation.

2. The vehicle simulation test device according to claim 1, characterized in that: The bottom of the driving member body (41) has a gear ring structure (410); An adjusting gear (471) is sleeved on the output shaft of the second drive motor (47), and the adjusting gear (471) is meshed with the gear ring structure (410).

3. The vehicle simulation test device according to claim 1, characterized in that: The driving assembly (4) further comprises a first adjustment mechanism (48), wherein the first adjustment mechanism (48) comprises a first telescopic member (481), a support member (482) and a universal joint (483); The driving member body (41) has a plurality of installation slots (411) inside, the bearing roller (44) is located at the slot opening of the installation slot (411), and the first telescopic member (481) is fixed in the installation slot (411); The support member (482) is located in the installation groove (411) and is transmission-connected to the first telescopic member (481); The universal joint (483) is respectively connected to the support member (482) and the load-bearing roller (44).

4. The vehicle simulation test device according to claim 1, characterized in that: The driving assembly (4) further comprises a second adjustment mechanism (49), wherein the second adjustment mechanism (49) comprises a tension wheel (491), a third driving motor (492), a screw rod (493), a buffer frame (494), and an elastic member (495); The tension wheel (491) is in contact with the transmission belt (46); an end of the tension wheel (491) has an abutment boss (4911); and the abutment boss (4911) has a through-hole structure (49110); The third driving motor (492) is connected to the driving member body (41); One end of the screw rod (493) is connected to the output shaft of the third drive motor (492), and the other end of the screw rod (493) passes through the through hole structure (49110); The buffer frame (494) is transmission-connected to the screw rod (493) and is capable of moving along the axial direction of the screw rod (493); The elastic member (495) is located between the abutting boss (4911) and the buffer frame (494), and two ends thereof abut against the abutting boss (4911) and the buffer frame (494) respectively.

5. The vehicle simulation test device according to claim 1, characterized in that: The lifting mechanism (3) comprises a lifting motor (31) and a lifting gear (32); the lifting motor (31) is connected to the carrying plate (2); and the lifting gear (32) is connected to the output shaft of the lifting motor (31); The upright column (12) is provided with a rack structure (121), the rack structure (121) extends in a vertical direction and meshes with the lifting gear (32).

6. The vehicle simulation test device according to claim 1, characterized in that: The vehicle simulation test device further comprises a slope adjustment assembly (5), wherein the slope adjustment assembly (5) comprises a plurality of spherical joints (51), a plurality of second telescopic members (52) and a mounting frame (53); The frame body (11) has a plurality of connecting parts (111); Both ends of each second telescopic member (52) are connected to the connecting portion (111) and the mounting frame (53) via a spherical joint (51).

7. The vehicle simulation test device according to claim 6, characterized in that: The vehicle simulation test device further comprises a road simulation frame (6), wherein the road simulation frame (6) has a receiving cavity (601), and the receiving cavity (601) is used to receive the slope adjustment component (5).

8. The vehicle simulation test device according to claim 1, characterized in that: The vehicle simulation test device further comprises an obstacle simulation component (7), wherein the obstacle simulation component (7) comprises a traveling guide frame (71), a translation guide frame (72) and a simulation target (73); The traveling guide frame (71) extends along a first direction; The translation guide frame (72) extends along a second direction, and the translation guide frame (72) is slidably connected to the traveling guide frame (71), and the second direction is perpendicular to the first direction; The simulated target (73) is slidably connected to the translation guide frame (72).

9. A vehicle simulation test system, characterized in that: The vehicle simulation test system comprises a closed simulation chamber (100) and a vehicle simulation test device according to any one of claims 1 to 8, wherein the closed simulation chamber (100) is used to accommodate the vehicle simulation test device.

10. The vehicle simulation test system according to claim 9, characterized in that: The vehicle simulation test system further comprises a weather simulation component (200), wherein the weather simulation component (200) comprises a fan (201), a light simulation lamp (202), a liquid storage tank (203), a liquid delivery mechanism (204), and a nozzle (205); The fan (201) is connected to the closed simulation chamber (100), and the fan (201) is arranged opposite to the vehicle simulation test device; The light simulation lamp (202) is fixed in the closed simulation chamber (100) and is used to simulate light at different time periods; The liquid storage tank (203) is located outside the closed simulation chamber (100); The liquid conveying mechanism (204) is in communication with the liquid storage tank (203); The nozzle (205) is located in the closed simulation chamber (100) and is fixed to the top of the closed simulation chamber (100); the nozzle (205) is connected to the liquid delivery mechanism (204).

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