New energy automobile automatic driving reliability detection device

Abstract

The invention discloses a new energy vehicle automatic driving reliability detection device, and belongs to the technical field of vehicle detection. Comprising a test road along which an automobile travels for testing, and a test frame embedded in the test road, the upper surface of which is flush with the road; the test opening is formed in the upper end face of the test frame and used for simulating a road pit; the covering piece is used for covering the test opening; the reset assembly is used for driving the covering part to reset and support the automobile to avoid automobile damage; the reset assembly comprises a cylinder fixed in the test frame; the moving block is driven by an air cylinder to move up and down. The automatic driving reliability detection device for the new energy automobile has the beneficial effects that through the arranged reset assembly, the shielding part can be reset in time, and the situation that the automobile directly rushes into the pit, and consequently the automobile is damaged is avoided.

Description

Technical Field

[0001] The present application relates to the field of vehicle detection technology, and more specifically, to a device for detecting the reliability of automatic driving of new energy vehicles. Background Art

[0002] Autonomous driving refers to the ability of vehicles to drive autonomously without human intervention, achieved through the use of artificial intelligence, sensors, and other technologies. Autonomous vehicles rely on the collaborative efforts of artificial intelligence, visual computing, radar, monitoring devices, and global positioning systems, enabling computers to safely and automatically operate motor vehicles without any active human intervention. Existing autonomous vehicle testing typically uses props to simulate pedestrians crossing the road or cyclists suddenly crossing the road to test parking and lane-changing capabilities in various situations. However, road conditions are complex, such as potholes, and current testing methods for autonomous vehicles are relatively simple, making them difficult to meet the diverse needs of real-world situations.

[0003] Chinese patent document CN119246103B discloses a road pothole identification and inspection device for an autonomous vehicle, comprising: a test track, an adjustment cover, a horizontal moving device, a vertical adjustment device, two mounting plates, and two support frames; a test slot is provided on the test track, two mounting plates are embedded in the test track and are located on both sides of the test slot, two support frames are arranged in a one-to-one correspondence with the two mounting plates, one end of one support frame extends to the interior of a corresponding mounting plate, and the other ends of the two support frames support the adjustment cover, the adjustment cover comprising a center plate and a plurality of U-shaped plates. The road pothole identification and inspection device for an autonomous vehicle provided by the present invention can adjust the size and depth of the pothole according to the detection requirements, can detect the operation of the autonomous vehicle when facing different potholes, and can more comprehensively detect the autonomous vehicle's ability to identify and judge road potholes.

[0004] However, during the test, the vehicle may fail to recognize the pothole or misidentify the pothole depth. When the pothole is not recognized, the vehicle will drive directly into the pothole at a faster speed, causing the vehicle to shake excessively or even be damaged. Similarly, when the vehicle fails to correctly identify the depth of the pothole, it will also cause damage to the vehicle. It is necessary to avoid damage to the vehicle during the test.

[0005] Therefore, a new energy vehicle automatic driving reliability detection device is needed to solve the above problems. Summary of the Invention

[0006] The content of this application is used to briefly introduce concepts that will be described in detail in the detailed description section below. The content of this application is not intended to identify key features or essential features of the technical solution for which protection is sought, nor is it intended to limit the scope of the technical solution for which protection is sought.

[0007] In order to solve the technical problems mentioned in the above background technology section, some embodiments of the present application provide a new energy vehicle automatic driving reliability detection device, including: a test road, along which the car drives for testing; a test frame, embedded in the test road, with the upper surface flush with the road; a test opening, opened on the upper end face of the test frame, for simulating road potholes; a cover, for covering the test opening; a cylinder, for driving the cover to adjust the depth of the simulated road potholes; a reset assembly, for driving the cover to reset and support the car to avoid damage to the car; the reset assembly includes: a moving block, driven up and down by a cylinder; a support column, penetrated and slidably set on the moving block, the upper end of the support column supports the cover; a reset spring, set between the support column and the test frame; a limit block, set in the test frame, for supporting the support column.

[0008] Through the set test frame, test opening and cover, potholes can be formed on the road surface for testing. At the same time, through the set support assembly, the depth and size of the potholes can be flexibly adjusted. When the car does not detect the pothole, it will pass through it at a faster speed, which may easily cause damage to the car. Through the set reset assembly, the cover can be reset in time to prevent the car from rushing directly into the pothole. When the pothole is deep, the car detects the pothole but fails to detect the depth of the pothole, the car will slow down to pass through the pothole, which will also cause damage to the car. At this time, the car is slower but the cover needs to be reset to avoid damage to the car.

[0009] Furthermore, the reset assembly also includes: a speed measuring groove opened on the upper end surface of the test frame, a speed measuring shaft rotatably connected in the test frame, a speed measuring block passing through the speed measuring groove is connected to the speed measuring shaft, one side of the speed measuring block is used to contact the automobile tire through the speed measuring groove, and a centrifugal wheel is also rotatably connected in the test frame, and the centrifugal wheel and the speed measuring shaft are connected by a transmission member.

[0010] Through the speed measuring groove, speed measuring block and centrifugal wheel, when the car is about to pass through the pothole at a faster speed, the wheel quickly presses over the speed measuring block, driving the centrifugal wheel to rotate through the speed measuring shaft, and the centrifugal wheel rotates at a faster speed.

[0011] Furthermore, a limit groove distributed along the axial direction is opened on the side wall of the support column, and a limit block for embedding in the limit groove is slidably connected in the test frame. The limit block has an inclined surface, and the limit groove also has a corresponding inclined wall, so that when the support column moves upward, the limit block does not limit the support column, and when the support column moves downward, the limit block limits the support column. A limit spring is connected between the limit block and the test frame.

[0012] Through the set limit blocks and limit grooves, when the car passes through the speed measuring opening area, the support column can support the shielding member through the limit blocks and limit grooves, and the shielding member supports the car, thereby preventing the wheels from sinking into the pit and preventing damage to the car.

[0013] Furthermore, a connecting block is fixedly connected to the support column, a connecting groove is provided on the connecting block, an embedding piece for embedding in the connecting groove is slidably connected to the moving block, a slide rail is fixedly connected to the lower end wall of the inner cavity of the test frame, a concave frame is slidably connected to the slide rail, the concave frame includes a first vertical rod and a second vertical rod, and a cross rod connecting the first vertical rod and the second vertical rod, the cross rod is slidably set on the slide rail, a sliding groove is provided on the first vertical rod, the embedding piece slides in cooperation with the sliding groove, the second vertical rod is located on the side of the centrifugal wheel away from the moving block, a first magnet is fixedly connected to the moving block, and a second magnet is fixedly connected to the first vertical rod, and the first magnet and the second magnet attract each other.

[0014] By setting the connecting block and the insert, when the movable block moves downward, the support column can be driven to move through the insert, thereby compressing the reset spring. When reset is required, the insert disengages from the connecting groove, and under the action of the reset spring, the support column and the shielding member are quickly reset to provide support for the car.

[0015] Furthermore, the centrifugal wheel is provided with a plurality of radially extending centrifugal holes, a third magnet is slidably connected in the centrifugal hole, a centrifugal spring is connected between the third magnet and the inner wall of the centrifugal hole, a fourth magnet is fixed on the second vertical rod, and the third magnet and the fourth magnet repel each other.

[0016] By providing the third magnet and the fourth magnet, when the centrifugal wheel rotates at a relatively fast speed, the third magnet can move under the action of centrifugal force, and then push the fourth magnet and the concave frame to move under the action of magnetic force, so that the first vertical rod drives the embedded part to move, and then the embedded part is separated from the connecting groove.

[0017] Furthermore, the test frame is also fixedly connected to the motor, and the power output end of the motor is fixedly connected to the screw, and a positioning frame is slidably connected to the first vertical rod, the screw passes through the positioning frame and is threadedly connected to the positioning frame, and an oil storage cylinder is fixedly connected to the positioning frame, and hydraulic oil is provided in the oil storage cylinder, and a piston plate is slidably connected in the oil storage cylinder, and the piston plate is fixedly connected to the piston rod, and the piston rod is fixed with a transverse rod, and a guide part is provided on the insert, and a guide groove is provided on the guide part for the transverse rod to be embedded, and the transverse rod is pushed through the side wall of the guide groove, thereby driving the piston rod to move, and a hydraulic oil bag is provided on the transverse rod, and a hydraulic hose is connected between the hydraulic oil bag and the oil storage cylinder, and a friction plate is slidably connected to the concave frame, and two ends of the friction plate slide with the first vertical rod and the second vertical rod respectively, and the upper side of the hydraulic oil bag abuts against the friction plate, and the friction plate is located at the lower side of the centrifugal wheel for contacting the centrifugal wheel.

[0018] The position of the positioning frame can be adjusted by the motor and screw. When testing, the positioning frame is adjusted to a predetermined position. When the moving block descends to the position of the positioning frame, the depth of the pit is the maximum depth that the car can safely pass through. At this time, if the vehicle is about to pass through the pit, the cover returns to the horizontal position of the road surface to support the car and avoid damage to the car.

[0019] Furthermore, the covering member includes: a plurality of opening plates nested in sequence, an opening is provided at the center of the opening plate, the outer edge shape of the outermost opening plate is consistent with the shape of the test opening, a support plate is embedded in the opening of the innermost opening plate, and the upper end of the support column is fixedly connected to the support plate.

[0020] By setting up multiple opening plates and support plates, a support plate or a support plate and a certain number of opening plates are driven down by a support column, so that pits of different sizes can be formed. By controlling the descending distance of the support column, the depth of the pit can be controlled.

[0021] Furthermore, a limiting sleeve is fixedly connected to the opening plate, a support frame inserted into the limiting sleeve is slidably connected to the test frame, a connecting rod inserted into the limiting sleeve is also slidably connected to the support plate, a fifth magnet is fixed to one end of the connecting rod, a sixth magnet is fixed to one end of the support frame, the fifth magnet and the sixth magnet attract each other, and a driving component for driving the support frame is fixedly connected to the test frame.

[0022] By setting the limit sleeve, support frame and connecting rod, the support frame is controlled to move through the driving member so that it is pulled out from the limit sleeve of the opening plate. At this time, the connecting rod is driven to be inserted into the corresponding limit sleeve under the attraction of the fifth magnet and the sixth magnet, so that the opening plate can move synchronously with the support plate.

[0023] The beneficial effects of this application are:

[0024] 1. Through the set test frame, test opening and cover, potholes can be formed on the road for testing. At the same time, through the set support components, the depth and size of the potholes can be flexibly adjusted. When the car does not detect the pothole, it will pass through it at a faster speed, which is easy to cause damage to the car. Through the set reset component, the cover can be reset in time to prevent the car from rushing directly into the pothole. When the pothole is deep, the car detects the pothole but fails to detect the depth of the pothole. The car will slow down to pass through the pothole, which will also cause damage to the car. At this time, the car will also reset the cover to avoid damage to the car.

[0025] 2. Through the speed measuring groove, speed measuring block and centrifugal wheel, when the car is about to pass through the pothole at a relatively high speed, the wheel quickly presses over the speed measuring block, and the centrifugal wheel is driven to rotate through the speed measuring shaft. At this time, the centrifugal wheel rotates at a relatively high speed, thereby resetting the cover.

[0026] 3. Through the set limit blocks and limit grooves, when the car passes through the speed measuring opening area, the support column can support the shielding member through the limit blocks and limit grooves, and the shielding member supports the car, thereby preventing the wheels from sinking into the pit and preventing damage to the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings constituting a part of this application are used to provide a further understanding of this application and make other features, purposes and advantages of this application more apparent. The drawings and descriptions of the exemplary embodiments of this application are used to explain this application and do not constitute an improper limitation on this application.

[0028] In addition, throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the elements and components are not necessarily drawn to scale.

[0029] In the attached figure:

[0030] Figure 1 is an overall schematic diagram of a test framework according to an embodiment of the present application;

[0031] Figure 2 yes Figure 1 A schematic cross-sectional view of a test frame in the embodiment;

[0032] Figure 3 yes Figure 1 A schematic diagram of the structure of the test road and test framework in the embodiment;

[0033] Figure 4 yes Figure 1 A schematic diagram of the installation of the speed measuring block in the embodiment;

[0034] Figure 5 yes Figure 1A schematic diagram of the installation of the support frame in the embodiment;

[0035] Figure 6 yes Figure 1 A schematic diagram of the installation of the oil storage cylinder in the embodiment;

[0036] Figure 7 yes Figure 1 A schematic diagram of the installation of the motor in the embodiment;

[0037] Figure 8 yes Figure 1 A partially enlarged schematic diagram of the connection block in the embodiment;

[0038] Figure 9 yes Figure 1 A schematic diagram of the installation of the limit block in the embodiment;

[0039] Figure 10 yes Figure 1 Schematic diagram of the installation of the centrifugal wheel in the embodiment.

[0040] Reference numerals:

[0041] 10. Test road; 11. Test frame; 12. Test opening; 13. Cover; 14. Cylinder; 15. Moving block; 16. Support column; 17. Return spring; 18. Limit block; 19. Speed measuring groove; 20. Speed measuring shaft; 21. Speed measuring block; 22. Limit groove; 23. Driving member; 24. Limit spring; 25. Cross plate; 26. Pin groove; 27. Pin block; 28. First pull rope; 29. Connecting block; 30. Connecting groove; 31. Insert; 32. Concave frame; 33. First vertical rod; 34. Second vertical rod; 35. Cross rod; 36. First Magnet; 37, second magnet; 38, sliding groove; 39, centrifugal wheel; 40, centrifugal hole; 41, third magnet; 42, centrifugal spring; 43, fourth magnet; 44, motor; 45, screw; 46, positioning frame; 47, oil storage cylinder; 48, piston rod; 49, transverse rod; 50, guide part; 51, guide groove; 52, hydraulic oil bag; 53, friction plate; 54, reset block; 55, second pull rope; 56, opening plate; 57, support plate; 58, limit sleeve; 59, support frame; 60, connecting rod; 61, fifth magnet; 62, sixth magnet. DETAILED DESCRIPTION

[0042] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure.

[0043] It should also be noted that, for ease of description, only the parts related to the invention are shown in the drawings. In the absence of conflict, the embodiments and features in the embodiments of the present disclosure may be combined with each other.

[0044] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0045] It should be noted that the modifications of "one" and "multiple" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0046] The present disclosure will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0047] Reference Figure 1-10 A device for detecting the reliability of automatic driving of a new energy vehicle comprises: a test road 10, a test frame 11, a test opening 12, a cover 13, a cylinder 14, a moving block 15, a support column 16, a return spring 17, and a limiter. The vehicle travels along the test road 10, and the test frame 11 is embedded in the vehicle's travel path on the test road 10. The upper surface of the test frame 11 is flush with the road surface of the test road 10. A test opening 12 is provided on the upper end surface of the test frame 11, and a road pothole is simulated through the test opening 12. A cover 13 for shielding the test opening 12 is provided in the test opening 12. The cover 13 has an uppermost initial position, that is, a state flush with the road surface. By moving the cover 13 up and down, the depth of the simulated pothole can be controlled. At the same time, the cover 13 can support the vehicle when it is flush with the road surface.

[0048] During the test, if the car does not detect the pothole, it will rush directly into the pothole at a relatively high speed, which will cause the car to shake too much or even be damaged. Therefore, during the test, it is necessary to avoid the car rushing into the pothole at a relatively high speed when the pothole is not identified. The support column 16 needs to rise quickly to the initial state for support, so the following solution is adopted.

[0049] A plurality of speed measuring slots 19 are provided on the upper end surface of the test frame 11, in front of the test opening 12. A speed measuring shaft 20 is rotatably disposed within the test frame. A plurality of speed measuring blocks 21 are mounted on the speed measuring shaft 20. These blocks 21 can be mounted on the speed measuring shaft 20 via ratchet sleeves. The plurality of speed measuring blocks 21 pass through the plurality of speed measuring slots 19, so that when a vehicle passes through the speed measuring slots 19, the wheels contact the speed measuring blocks 21, driving the speed measuring blocks 21 to rotate about the axis of the speed measuring shaft 20, thereby driving the speed measuring shaft 20 to rotate. A resilient reset member, optionally a torsion spring, is also disposed between the speed measuring blocks 21 and the test frame 11, so that after the wheels pass over the speed measuring blocks 21, the speed measuring blocks 21 return to their initial state.

[0050] Cylinder 14 is vertically fixed within test frame 11, with moving block 15 fixed to the end of piston rod 48 of cylinder 14. When cylinder 14 is controlled to extend or retract, it drives moving block 15 up and down. A support column 16 is slidably mounted on moving block 15 and passes through it. Support column 16 supports cover 13, and a return spring 17 is connected between the lower end of support column 16 and the lower wall of the test frame cavity. Return spring 17 enables support column 16 to rise quickly for support. The elastic coefficient of return spring 17 can be determined experimentally based on the vehicle's driving speed, allowing support column 16 to quickly return to its initial position for support.

[0051] Axially distributed limiting grooves 22 are defined on the sidewalls of support column 16. A limiting block 18 is slidably connected to test frame 11 and designed to fit within limiting groove 22. A limiting spring 24 is connected between test frame 11 and limiting block 18, with both ends of limiting spring 24 fixedly connected to test frame 11 and limiting block 18, respectively. Limiting block 18 has an inclined surface, and limiting groove 22 also has a corresponding inclined wall. This ensures that when support column 16 moves upward, limiting block 18 does not limit support column 16. However, when support column 16 moves downward, limiting block 18 does limit support column 16, thus preventing damage to cylinder 14 from excessive pressure.

[0052] A horizontal plate 25 is fixedly connected to the test frame 11. The horizontal plate 25 has a through hole for the support column 16 to pass through. A limiter is slidably mounted on the horizontal plate 25. The horizontal plate 25 has a pin slot 26. A pin block 27 is slidably connected to the pin slot 26. A spring is connected between the pin block 27 and the side wall of the pin slot 26. A first pull rope 28 is wound around the speed measuring block 21. One end of the first pull rope 28 is connected to the pin block 27. The limiter has a pin hole for the pin block 27 to be embedded in. When the speed measuring block 21 rotates, the first pull rope 28 is pulled to disengage the pin block 27 from the pin hole. The limiter 18 is then embedded in the limit slot 22 under the action of the limit spring 24. This ensures that the limiter 18 does not affect the downward movement of the support column 16 when the pit is to be formed.

[0053] A connecting block 29 is fixedly connected to the support column 16, and a connecting groove 30 is formed in the connecting block 29. An insert 31 is slidably connected to the moving block 15, and is designed to be inserted into the connecting groove 30. When the insert 31 is inserted into the connecting groove 30, the support column 16 and the moving block 15 move up and down synchronously. Therefore, when the moving block 15 moves downward under the action of the cylinder 14, the insert 31 can drive the support column 16 downward, thereby causing the cover 13 to move downward, forming the pit.

[0054] By controlling the amount of contraction of the cylinder 14, the downward movement distance of the moving block 15 is controlled, and then the movement distance of the support column 16 and the covering member 13 is controlled, so that pits of different depths are formed. At the same time, when a car passes by, the cylinder 14 can be prevented from directly bearing the weight of the car, which may cause damage to the cylinder 14.

[0055] When the car is driving without detecting a pothole and is about to rush into the pothole at a faster speed, the insert 31 needs to be disengaged from the connecting groove 30. At this time, under the action of the return spring 17, the support column 16 can move upward quickly, and then drive the cover 13 to move upward until it is flush with the road surface, supporting the car and avoiding damage to the car.

[0056] In order to prevent the insert 31 from disengaging from the connecting groove 30 when the car rushes into the pit at a high speed, allowing the support column 16 to rise quickly and provide support, the following solution is adopted: a slide rail is fixedly installed on the bottom wall of the inner cavity of the test frame 11, and a concave frame 32 is slidably connected to the slide rail. The concave frame 32 includes a first vertical rod 33 and a second vertical rod 34, and a cross bar 35 connecting the first vertical rod 33 and the second vertical rod 34. The cross bar 35 is slidably installed on the slide rail, with the first vertical rod 33 approaching the moving block 15 and the second vertical rod 34 away from the moving block 15. A first magnet 36 is fixedly installed on the moving block 15, and a second magnet 37 is installed on the first vertical rod 33. The first magnet 36 and the second magnet 37 attract each other. When the moving block 15 is at the uppermost position, the first magnet 36 faces the second magnet 37, generating an adsorption force. At this time, the insert 31 is embedded in the connecting groove 30. A vertically extending sliding groove 38 is provided on the first vertical rod 33, and the insert 31 slides in cooperation with the first vertical rod 33, so that when the second vertical rod 34 moves away from the moving block 15, it will drive the first vertical rod 33 and the insert 31 to move, thereby causing the insert 31 to disengage from the connecting groove 30.

[0057] A centrifugal wheel 39 is rotatably connected to the test frame, located on the side of the second vertical rod 34 near the moving block 15. This wheel is connected to the speed measuring shaft 20 via a transmission element. When the speed measuring shaft 20 rotates, the transmission element causes the centrifugal wheel 39 to rotate. The transmission element can be configured as a transmission chain, a bevel gear set, or a transmission shaft. The transmission element is capable of variable speed, so that when the speed measuring shaft 20 rotates, the transmission is transmitted to the centrifugal wheel 39 through the variable speed, thereby driving the centrifugal wheel 39 to rotate. Centrifugal wheel 39 is circumferentially distributed with a plurality of radially extending centrifugal holes 40. Third magnets 41 are slidably connected within these holes 40, and centrifugal springs 42 are connected between the third magnets 41 and the inner walls of the holes 40. A fourth magnet 43 is fixedly connected to the second vertical rod 34, and the third magnets 41 and the fourth magnets 43 repel each other. When the centrifugal wheel 39 rotates rapidly, the centrifugal force drives the third magnets 41 to move, which in turn drives the second vertical rod 34 through the fourth magnets 43, thereby causing the concave frame 32 to move. When a vehicle travels toward test opening 12 at a speed that could cause damage, the tire's contact with speed block 21 causes speed shaft 20 to rotate at a certain speed. This, in turn, drives centrifugal wheel 39 at a certain speed after the transmission element shifts the speed. At this point, third magnet 41 pushes fourth magnet 43, which in turn drives second vertical rod 34. The transmission element's speed ratio can be determined experimentally.

[0058] When a car detects a pothole, it will slow down or stop to wait and see if it can change lanes. If the pothole is shallow, it can drive directly into the pothole to pass through. If the pothole is deep, it can change lanes safely. Therefore, it's necessary to test the car's ability to recognize pothole depth. When the pothole depth is less than a safety threshold, the car can drive directly into the pothole and pass through safely. When the pothole depth is greater than the safety threshold, the car may scratch or bottom out when entering the pothole, causing damage. During testing, the pothole depth must be greater than the safety threshold to test whether the car will enter the pothole. This tests the car's recognition effectiveness. If the car fails or makes an error in recognition, it may still enter the pothole, which can easily cause damage. Therefore, when the pothole depth is greater than the safety threshold, the car needs to be supported when entering to avoid damage. Different cars have different passability and safety thresholds, so the following solution is used.

[0059] The test frame 11 is also fixedly connected to a motor 44, a screw 45 fixedly connected to the power output end of the motor 44, and a positioning frame 46 slidably connected to the first vertical rod 33. The screw 45 passes through the positioning frame 46 and is threadedly connected to the positioning frame 46. The positioning frame 46 is fixedly connected to an oil reservoir 47, which contains hydraulic oil. A piston plate is slidably connected to the oil reservoir 47, and a piston rod 48 is fixedly connected to the piston plate. The piston rod 48 is fixed to a transverse rod 49. The insert 31 is provided with a guide portion 50, which defines a guide groove 51 for the transverse rod 49 to be inserted. The transverse rod 49 is pushed by the side wall of the guide groove 51, thereby driving the piston rod 48 to move. A hydraulic oil bladder 52 is mounted on the crossbar 35. A hydraulic hose connects the hydraulic oil bladder 52 to the oil reservoir 47. A friction plate 53 is slidably connected to the concave frame. The ends of the friction plate 53 slide with the first and second vertical bars 33 and 34, respectively. The upper side of the hydraulic oil bladder 52 abuts the friction plate 53, which is located below the centrifugal wheel 39 for contact. A friction rubber sheet is applied to the friction plate 53. The position of the positioning frame 46 is adjusted by the motor 44 and screw 45. When the movable block 15 drives the guide 50 to the positioning frame 46, the depth of the recess formed by the support column 16, the cover 13, and the test opening 12 reaches a safe threshold. At this point, the guide 50 pushes the crossbar 49 and piston rod 48, pushing the hydraulic fluid in the oil reservoir 47 into the hydraulic oil bladder 52, causing the friction plate to contact the centrifugal wheel 39. Rotation of the centrifugal wheel 39 drives the concave frame 32 to move. When the depth of the pothole is greater than the threshold, the pothole cover 13 can still provide support when the car enters the pothole at a relatively slow speed.

[0060] To reset the movable block 15 and the support column 16, a reset block 54 is rotatably mounted on the test frame 11 behind the test opening 12. When a vehicle passes through the test opening 12, it presses and drives the reset block 54. A second pull cord 55 is wound around the reset block 54, one end of which is connected to the stop block 18. When the reset block 54 moves, the second tension pulls on the stop block 18, allowing the pin block 27 to continue to be inserted into the pin hole.

[0061] In order to adjust the size of the test pit, the cover 13 includes: a plurality of opening plates 56 nested in sequence, an opening is provided at the center of the opening plate 56, the outer edge shape of the outermost opening plate 56 is consistent with the shape of the test opening 12, and a support plate 57 is embedded in the opening of the innermost opening plate 56, and the upper end of the support column 16 is fixedly connected to the support plate 57.

[0062] A limiting sleeve 58 is fixedly connected to the opening plate 56, and a support frame 59 inserted into the limiting sleeve 58 is slidably connected in the test frame 11. A connecting rod 60 inserted into the limiting sleeve 58 is also slidably connected in the support plate 57. A fifth magnet 61 is fixed to one end of the connecting rod 60, and a sixth magnet 62 is fixed to one end of the support frame 59. The fifth magnet 61 and the sixth magnet 62 attract each other. A driving member 23 for driving the support frame 59 is fixedly connected in the test frame 11. The driving member 23 can be set as an electric push rod, which pushes the support frame 59 to move, and then adjusts the number of opening plates on the support frame 59, so that other opening plates move downward with the support plate 57 to form pits of different sizes. Under the action of the connecting rod 60, the opening plate 56 is prevented from detaching from the support plate 57 when the support column 16 returns to the initial position at a faster speed.

[0063] Working or installation process:

[0064] 1. During testing, the size and depth of the recess are adjusted by controlling the cylinder 14 and the driver 23. When the cylinder 14 contracts, causing the movable block 15 to move downward, the support column 16 moves under the action of the insert 31, compressing the return spring 17, thus forming the recess. If the car fails to detect the recess and rushes into it at a high speed, the car's tire contacts the speed block 21, causing it to rotate the speed shaft 20. The transmission element rotates the centrifugal wheel 39, which in turn pushes the concave frame 32 via the third magnet 41. At this time, the return spring 17 drives the support column 16 back to its original position and supports it through the limit block 18.

[0065] 2. By controlling the power output of motor 44, screw 45 drives positioning frame 46 to move to adapt to the passability of different vehicles. When the vehicle fails to identify the depth of a pothole or makes an error, to avoid damage to the vehicle, when the pothole depth exceeds a safety threshold, moving block 15 moves guide portion 50 to the position of positioning frame 46. At this time, guide portion 50 pushes transverse rod 49 and piston rod 48 to move, pushing the hydraulic pressure in oil reservoir 47 into hydraulic oil bag 52, thereby causing the friction plate to contact centrifugal wheel 39. When centrifugal wheel 39 rotates, it can drive concave frame 32 to move, preventing damage to the vehicle caused by excessive pothole depth.

[0066] The above description is only an illustration of some preferred embodiments of the present disclosure and the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the embodiments of the present disclosure is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but should also cover other technical solutions formed by any combination of the above-mentioned technical features or their equivalent features without departing from the above-mentioned inventive concept. For example, the above-mentioned features are replaced with (but not limited to) technical features with similar functions disclosed in the embodiments of the present disclosure.

Claims

1. A new energy vehicle automatic driving reliability detection device, comprising: A test road (10) along which a car is driven for testing, characterized in that: Also includes: A test frame (11) is embedded in the test road (10), with its upper surface flush with the road; A test opening (12) is provided on the upper end surface of the test frame (11) and is used to simulate a road pothole; a covering member (13) for covering the test opening (12); A cylinder (14) is used to drive the cover (13) to adjust the depth of the simulated road pothole; A reset assembly is used to drive the cover member (13) to reset and support the car to avoid damage to the car; The reset component includes: The moving block (15) is driven to move up and down by the cylinder (14); A support column (16) is passed through and slidably arranged on the moving block (15), and the upper end of the support column (16) supports the covering member (13); A return spring (17) is provided between the support column (16) and the test frame (11) The limit block (18) is arranged in the test frame (11) and is used to support the support column (16).

2. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 1, characterized in that: The reset component further includes: A speed measuring groove (19) is provided on the upper end surface of a test frame (11), a speed measuring shaft (20) is rotatably connected in the test frame, a speed measuring block (21) passing through the speed measuring groove (19) is connected to the speed measuring shaft (20), one side of the speed measuring block (21) is used to contact with the automobile tire through the speed measuring groove (19), and a centrifugal wheel (39) is also rotatably connected in the test frame (11), and the centrifugal wheel (39) and the speed measuring shaft (20) are connected via a transmission member.

3. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 2, characterized in that: A limiting groove (22) distributed along the axial direction is provided on the side wall of the support column (16); a limiting block (18) for embedding into the limiting groove (22) is slidably connected in the test frame (11); the limiting block (18) has an inclined surface, and the limiting groove (22) also has a corresponding inclined wall, so that when the support column (16) moves upward, the limiting block (18) does not limit the support column (16); when the support column (16) moves downward, the limiting block (18) limits the support column (16); a limiting spring (24) is connected between the limiting block (18) and the test frame (11).

4. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 3, characterized in that: The support column (16) is fixedly connected to a connecting block (29), and a connecting groove (30) is provided on the connecting block (29). The movable block (15) is slidably connected to an insert (31) for inserting into the connecting groove (30). The lower end wall of the inner cavity of the test frame (11) is fixedly connected to a slide rail, and a concave frame (32) is slidably connected to the slide rail. The concave frame (32) includes a first vertical rod (33) and a second vertical rod (34), and a connecting rod (33) and a connecting rod (34) for connecting the first vertical rod (33) and the second vertical rod (34). 4), the cross bar (35) is slidably arranged on the slide rail, the first vertical bar (33) is provided with a sliding groove (38), the insert (31) and the sliding groove (38) are slidably matched, the second vertical bar (34) is located on the side of the centrifugal wheel (39) away from the moving block (15), the moving block (15) is fixedly connected with a first magnet (36), the first vertical bar (33) is fixedly connected with a second magnet (37), and the first magnet (36) and the second magnet (37) attract each other.

5. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 4, characterized in that: The centrifugal wheel (39) is provided with a plurality of radially extending centrifugal holes (40), a third magnet (41) is slidably connected in the centrifugal hole (40), a centrifugal spring (42) is connected between the third magnet (41) and the inner wall of the centrifugal hole (40), a fourth magnet (43) is fixed on the second vertical rod (34), and the third magnet (41) and the fourth magnet (43) repel each other.

6. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 5, characterized in that: The test frame (11) is also fixedly connected to a motor (44), a power output end of the motor (44) is fixedly connected to a screw (45), a positioning frame (46) is slidably connected to the first vertical rod (33), the screw (45) passes through the positioning frame (46) and is threadedly connected to the positioning frame (46), an oil storage cylinder (47) is fixedly connected to the positioning frame (46), hydraulic oil is provided in the oil storage cylinder (47), a piston plate is slidably connected in the oil storage cylinder (47), the piston plate is fixedly connected to a piston rod (48), the piston rod (48) is fixed with a transverse rod (49), a guide portion (50) is provided on the insert (31), and the guide portion ( A guide groove (51) is provided on the concave frame for the transverse rod (49) to be embedded. The transverse rod (49) is pushed by the side wall of the guide groove (51), thereby driving the piston rod (48) to move. A hydraulic oil bag (52) is provided on the transverse rod (35). A hydraulic hose is connected between the hydraulic oil bag (52) and the oil storage cylinder (47). A friction plate (53) is slidably connected to the concave frame. The two ends of the friction plate (53) are respectively slidably matched with the first vertical rod (33) and the second vertical rod (34). The upper side of the hydraulic oil bag (52) abuts against the friction plate (53). The friction plate (53) is located on the lower side of the centrifugal wheel (39) for contacting the centrifugal wheel (39).

7. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 6, characterized in that: The covering member (13) comprises: A plurality of opening plates (56) are nested in sequence, an opening is provided at the center of the opening plate (56), the outer edge shape of the outermost opening plate (56) is consistent with the shape of the test opening (12), a support plate (57) is embedded in the opening of the innermost opening plate (56), and the upper end of the support column (16) is fixedly connected to the support plate (57).

8. The device for detecting reliability of automatic driving of a new energy vehicle according to claim 7, characterized in that: A limiting sleeve (58) is fixedly connected to the opening plate (56), a support frame (59) inserted into the limiting sleeve (58) is slidably connected in the test frame (11), a connecting rod (60) inserted into the limiting sleeve (58) is also slidably connected in the support plate (57), a fifth magnet (61) is fixed to one end of the connecting rod (60), a sixth magnet (62) is fixed to one end of the support frame (59), the fifth magnet (61) and the sixth magnet (62) attract each other, and a driving member (23) for driving the supporting frame (59) is fixedly connected in the test frame (11).

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