Automobile front anti-collision beam radian detection system

Abstract

The invention discloses an automobile front anti-collision beam radian detection system, and relates to the technical field of anti-collision beam detection. The arc detection device comprises a detection table, a clamping assembly, a positioning assembly and a plurality of arc detection assemblies. The front anti-collision beam is reliably fixed to the clamping table through the clamping air cylinder and the rubber head, and automatic in-place and center correction are achieved through the conductive contact and the positioning conductive inclined block. When the position deviates, judgment is carried out through the resistance value difference, and early warning is given out. The arc measuring assembly is composed of image sensors, an imaging plate, a light shield and an adjusting fluted disc mechanism, the distance between the two sensors can be automatically adjusted according to detection requirements, multi-point projection imaging is conducted on a front anti-collision beam calibration point, and an overall radian curve is calculated. Meanwhile, the system is provided with a centrifugal impeller active heat dissipation mechanism, thermal noise of the image sensor is reduced, and detection stability is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of impact beam detection technology, specifically a system for detecting the curvature of a car's front bumper beam. Background Technology

[0002] Currently, the curvature detection of automotive front bumper beams mostly relies on manual measurement or single-point measurement, typically using calipers, laser rangefinders, or mechanical curvature gauges. These methods have the following problems: First, the number of inspection points is limited, often only sampling a portion of the bumper beam, failing to generate global curvature data and easily missing local deformations, leading to insufficient detection accuracy. Second, manual measurement is inefficient, has poor repeatability, and the results are easily influenced by the operator's experience, making it difficult to guarantee consistent inspection standards. Third, existing inspection systems lack automated clamping and positioning mechanisms, making it easy for the bumper beam to shift or become misaligned on the inspection table, thus affecting measurement accuracy. Finally, image sensors are prone to increased thermal noise during continuous operation, leading to a decrease in detection accuracy, and existing systems rarely address temperature stability, causing detection errors to accumulate and amplify over time. Therefore, there is an urgent need for an automotive front bumper beam curvature detection system capable of fully automated multi-point detection, automatic positioning, and automatic correction, while also ensuring sensor stability. Summary of the Invention

[0003] To overcome the shortcomings of the prior art, the present invention provides the following technical solution: a front bumper beam curvature detection system for automobiles, comprising a detection platform. Two parallel sliding rails are fixedly installed along the width direction in the middle of the detection platform. A triangular beam is slidably mounted on the two sliding rails. The triangular beam is fixedly mounted on the end of the telescopic rod of a central cylinder. The central cylinder is fixedly mounted on the detection platform. At least three equidistant vertical arms are fixedly mounted on the triangular beam. Each vertical arm has an arc-measuring component fixedly mounted on it via an arc-measuring component fixing plate. Multiple arc-measuring components are used together to detect the curvature of the front bumper beam. The multiple arc-measuring components are distributed along the length direction of the front bumper beam, and the more arc-measuring components there are, the higher the accuracy of the front bumper beam detection. Two symmetrically arranged support columns are also fixedly installed on the detection platform. A clamping platform is fixedly installed on the top of each support column. A clamping rod is provided above each clamping platform. The clamping rod is fixedly mounted on the end of the telescopic rod of the clamping cylinder, and the two ends of the front bumper beam are fixed to the clamping platform by the clamping rod.

[0004] Preferably, the telescopic cylinder of the clamping cylinder is fixed on the testing table, and the end of the telescopic rod of the clamping cylinder is fixedly connected to the clamping rod through the clamping rod swing arm. The clamping rod is fixed to the clamping rod swing arm in a way that is easy to disassemble, and is used to adjust the distance between the bottom end of the clamping rod and the clamping rod swing arm (two nuts are threaded on the clamping rod, and the two nuts are distributed on both sides of the clamping rod swing arm. The clamping rod and the clamping rod swing arm are fixed and loosened by rotating the nuts). The end of the clamping rod that contacts the front anti-collision beam is provided with a rubber head.

[0005] Preferably, the top of the support column is slidably fitted with two parallel conductive contacts. Each conductive contact is surrounded by a tension spring, one end of which is fixed to the support column, and the other end is fixed to the end of the conductive contact furthest from the front bumper beam. The two conductive contacts are in conductive contact with the front bumper beam. When the front bumper beam is placed on the clamping platform, it contacts the two conductive contacts, causing the two tension springs to stretch and deform. This is used to determine whether the front bumper beam is properly positioned on the clamping platform.

[0006] Preferably, the testing platform has two symmetrically arranged positioning conductive inclined blocks on opposite sides of the two clamping platforms. The two positioning conductive inclined blocks are fixed to the testing platform in a way that is easy to disassemble. The top of each of the two positioning conductive inclined blocks is provided with an inclined surface for center positioning of the front anti-collision beam. Two symmetrically arranged pneumatic servo brackets are also fixedly installed on the testing platform at the positions of the two positioning conductive inclined blocks. Each pneumatic servo bracket is fixedly installed with a pneumatic servo. A contact conductive strip is fixedly installed on the swing arm of the pneumatic servo. The contact conductive strip and the positioning conductive inclined block are in contact conductive engagement through the front anti-collision beam. If the front bumper beam is not centered on the two clamping platforms, one end of the beam will shift, causing a change in the beam's length between the positioning conductive wedge and the contact conductive strip. The length of the beam between these two wedges can be determined by measuring the resistance between them. Therefore, by comparing the resistance difference between the two sets of positioning conductive wedges and contact conductive strips, the offset of the front bumper beam can be determined. If the offset exceeds the error range, the system will issue an alarm, requiring manual correction.

[0007] Preferably, the arc measuring assembly includes a fixed base fixedly mounted on the arc measuring assembly fixing plate, a detection shell fixedly mounted on the fixed base, two symmetrical exhaust ports opened on the detection shell along its own radial direction, and two parallel light shield support positioning slide rods arranged between the two exhaust ports, the two light shield support positioning slide rods being fixedly mounted on the inner wall of the detection shell.

[0008] Preferably, two symmetrically arranged light shields are slidably mounted on the two light shield support positioning slide rods. Each light shield has a parallel image sensor and an imaging plate fixedly mounted on its inner wall. Each imaging plate has a light-transmitting hole at its center. Each image sensor has a heat sink fixedly mounted on its back via a temperature-conducting plate. Two centrally symmetrical racks are fixedly mounted on the two temperature-conducting plates. An adjusting gear is located at the symmetrical center of the two racks, and the two racks are driven by meshing through the adjusting gear. Guide plates are provided on both sides of the two heat sinks, and the guide plates are aligned with the exhaust port. The two guide plates are fixed on the inner wall of the detection housing.

[0009] Preferably, an adjusting gear plate bracket is fixedly installed in the middle of the two light-shielding support positioning slide rods. The adjusting gear plate is rotatably mounted on the adjusting gear plate bracket. A planetary disk is rotatably mounted on the side of the adjusting gear plate bracket away from the adjusting gear plate. The planetary disk and the adjusting gear plate are coaxially fixed together by a rotating shaft. A magnetic toothed ring is provided on the outer side of the planetary disk. A central gear is rotatably engaged at the center of the planetary disk. The central gear and the magnetic toothed ring are driven by meshing through three planetary gears rotatably mounted on the planetary disk. The magnetic toothed ring is in frictional engagement with the adjusting gear plate bracket, and there is also magnetic engagement between the magnetic toothed ring and the adjusting gear plate bracket.

[0010] Preferably, a gearbox support cover is also fixedly installed on the adjusting gear plate bracket, and a gearbox is fixedly installed on the gearbox support cover. The output shaft of the gearbox passes through the gearbox support cover and is fixedly engaged with the central gear. There is rotational frictional resistance between the adjusting gear plate and the planetary disk and the adjusting gear plate bracket, and this frictional resistance is greater than the frictional resistance that makes the magnetic gear ring rotate. That is, when there is no magnetic attraction between the adjusting gear plate bracket and the magnetic gear ring, the magnetic gear ring will rotate inside the adjusting gear plate bracket, and the adjusting gear plate and the magnetic gear ring cannot overcome the resistance to rotate.

[0011] Preferably, a centrifugal impeller mounting cover is also fixedly installed on the adjusting gear plate bracket. A centrifugal impeller placement groove is provided at the center of the inner side of the centrifugal impeller mounting cover. The gearbox is coaxially arranged inside the centrifugal impeller placement groove. Two symmetrically arranged air outlets are provided on both sides of the centrifugal impeller placement groove facing the two heat sinks. A centrifugal impeller is rotatably installed inside the centrifugal impeller placement groove. The centrifugal impeller is fixedly installed on the input shaft of the gearbox. The input shaft of the gearbox is fixedly installed on the output shaft of the adjusting motor. The adjusting motor is fixedly installed on the adjusting motor support cover plate. The adjusting motor support cover plate is fixedly installed on the centrifugal impeller mounting cover.

[0012] Preferably, a swing motor is fixedly mounted on the telescopic cylinder shell of each clamping cylinder, and a swing drive gear is fixedly mounted on the end of the telescopic rod of the swing motor; a swing driven gear is rotatably mounted on the end of the telescopic cylinder of the clamping cylinder, and the swing driven gear is sleeved on the telescopic rod of the clamping cylinder by a spline sliding manner, wherein the swing driven gear meshes with the swing drive gear for transmission. The swing driven gear can only rotate on the telescopic cylinder of the clamping cylinder and cannot undergo axial displacement between the clamping cylinder and the telescopic cylinder.

[0013] Compared with the prior art, the present invention has the following advantages: (1) By arranging multiple equidistant arc measuring components on the triangular beam, the present invention can form projection data on multiple calibration points of the anti-collision beam by using the cooperation of image sensors and imaging plates, and then calculate the arc curve of the entire anti-collision beam. Compared with the traditional single-point sampling method, the coverage is wider, global detection can be achieved, local error accumulation is avoided, and detection accuracy and reliability are improved; (2) The present invention adopts a clamping cylinder, clamping rod and rubber head structure to reliably press the two ends of the anti-collision beam onto the clamping table, and judges whether it is placed in the center by the resistance difference between the positioning conductive inclined block and the contact conductive strip. Compared with the traditional manual placement method, it can effectively avoid offset and skew, ensure the accuracy of the detection reference position, and fundamentally improve the consistency and stability of the detection results; (3) The position of the light shield in the arc measuring component of the present invention can be automatically adjusted by adjusting the toothed disc, rack and motor, so that the spacing of the image sensor can be flexibly changed according to the detection requirements. The larger the distance between the light shields, the higher the detection accuracy, thus enabling automatic compensation in the detection of anti-collision beams of different specifications or curvatures. This overcomes the limitation of traditional equipment that can only adapt to single-specification parts, greatly improving the adaptability and intelligence level of the system; (4) This invention utilizes centrifugal impellers and air outlets to form active heat dissipation airflow, effectively reducing the working temperature of the image sensor and reducing thermal noise interference. Traditional detection equipment often ignores the heat generation problem of sensors during long-term operation, which can easily lead to signal distortion and decreased measurement accuracy. This invention maintains temperature stability through forced heat dissipation, significantly improving the reliability and long-term stability of detection results; (5) The entire detection process of this invention, from clamping, positioning, alignment to detection, can be automatically executed, and the anti-collision beam is centered and in place by using electrical signals and resistance differences. When a deviation or error exceeds the allowable range during the detection process, the system can issue an alarm in time to remind manual correction. Compared with the traditional method that relies on human experience, automated detection reduces human operation errors, improves production efficiency, and ensures the safety and reliability of the detection process. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0015] Figure 2 For the present invention Figure 1 Schematic diagram of the structure at point A in the middle.

[0016] Figure 3 This is a schematic diagram of the structure of the movable slide rail of the present invention.

[0017] Figure 4 For the present invention Figure 3 Schematic diagram of the structure at point B.

[0018] Figure 5 This is a schematic diagram of the clamping platform structure of the present invention.

[0019] Figure 6 This is a schematic diagram of the arc measuring component structure of the present invention.

[0020] Figure 7 This is a schematic diagram of the internal structure of the outer shell of the present invention.

[0021] Figure 8 This is a schematic diagram of the structure of the support and positioning slide rod of the light shield of the present invention.

[0022] Figure 9 For the present invention Figure 8 Schematic diagram of the structure at point C.

[0023] Figure 10 This is a schematic diagram of the internal structure of the light shield of the present invention.

[0024] Figure 11 This is a schematic diagram of the structure at the exhaust port of the present invention.

[0025] Figure 12 For the present invention Figure 11 Schematic diagram of the structure at point D.

[0026] In the diagram: 101-Central cylinder; 102-Detection table; 103-Moving slide rail; 104-Triangular beam; 105-Vertical arm; 106-Arc measuring component fixing plate; 107-Clamping cylinder; 108-Positioning conductive inclined block; 109-Support column; 110-Clamping table; 111-Tension spring; 112-Positioning conductive contact; 113-Oscillating motor; 114-Oscillating drive gear; 115-Oscillating driven gear; 116-Clamping rod swing arm; 117-Clamping rod; 118-Pneumatic servo motor bracket; 119-Pneumatic servo motor; 120-Contact conductive strip; 201-Fixed seat; 202-Detection housing; 203-Outlet 204 - Air inlet; 205 - Guide plate; 206 - Heat sink; 207 - Sunshade; 208 - Sunshade support and positioning slide bar; 209 - Imaging plate; 210 - Image sensor; 211 - Temperature guide plate; 212 - Rack; 213 - Adjusting gear plate; 214 - Adjusting gear plate bracket; 215 - Planetary disc; 216 - Magnetic gear ring; 217 - Planetary gear; 218 - Gearbox; 219 - Gearbox support cover; 220 - Adjusting motor support cover; 221 - Adjusting motor; 222 - Centrifugal impeller; 223 - Centrifugal impeller mounting cover; 224 - Air outlet; 225 - Centrifugal impeller placement slot. Detailed Implementation

[0027] The following is in conjunction with the appendix Figures 1-12 The technical solution of the present invention will be further illustrated through specific embodiments.

[0028] This invention provides a system for detecting the curvature of a front bumper beam, comprising a testing platform 102. Two parallel sliding rails 103 are fixedly installed along the width direction at the center of the testing platform 102. A triangular beam 104 is slidably mounted on the two sliding rails 103. The triangular beam 104 is fixedly mounted on the end of the telescopic rod of a central cylinder 101, which is fixedly mounted on the testing platform 102. At least three equidistant vertical arms 105 are fixedly mounted on the triangular beam 104. Each vertical arm 105 has an arc-measuring component fixedly mounted on it via an arc-measuring component fixing plate 106. Multiple arc-measuring components are used together to detect the curvature of the front bumper beam. The multiple arc-measuring components are distributed along the length direction of the front bumper beam, and the more arc-measuring components there are, the higher the accuracy of the front bumper beam detection. Two symmetrically arranged support columns 109 are also fixedly installed on the testing table 102. A clamping platform 110 is fixedly installed on the top of each of the two support columns 109. A clamping rod 117 is provided above each clamping platform 110. The clamping rod 117 is fixedly installed at the end of the telescopic rod of the clamping cylinder 107. The two ends of the front anti-collision beam are fixed to the clamping platform 110 by the clamping rod 117. The telescopic cylinder of the clamping cylinder 107 is fixed on the testing table 102. The end of the telescopic rod of the clamping cylinder 107 is fixedly connected to the clamping rod 117 through the clamping rod swing arm 116. The clamping rod 117 is fixed to the clamping rod swing arm 116 in a way that is easy to disassemble. It is used to adjust the distance between the bottom end of the clamping rod 117 and the clamping rod swing arm 116 (two nuts are threaded on the clamping rod 117, and the two nuts are distributed on both sides of the clamping rod swing arm 116. The clamping rod 117 is fixed and loosened by rotating the nuts). The end of the clamping rod 117 that contacts the front anti-collision beam is provided with a rubber head. The top of the support column 109 is slidably connected to two parallel positioning conductive contacts 112. Each positioning conductive contact 112 is surrounded by a tension spring 111. One end of the tension spring 111 is fixed to the support column 109, and the other end is fixed to the end of the positioning conductive contact 112 away from the front bumper beam. The two positioning conductive contacts 112 are in conductive contact with the front bumper beam. When the front bumper beam is placed on the clamping platform 110, it contacts the two positioning conductive contacts 112, causing the two tension springs 111 to stretch and deform. This is used to determine whether the front bumper beam is properly positioned on the clamping platform 110.The testing platform 102 is provided with two symmetrically arranged positioning conductive inclined blocks 108 on the opposite sides of the two clamping platforms 110. The two positioning conductive inclined blocks 108 are fixed on the testing platform 102 in a way that is easy to disassemble. The top of each of the two positioning conductive inclined blocks 108 is provided with an inclined surface for center positioning of the front anti-collision beam. Two symmetrically arranged pneumatic servo brackets 118 are also fixedly installed on the testing platform 102 at the positions of the two positioning conductive inclined blocks 108. Each pneumatic servo bracket 118 is fixedly installed with a pneumatic servo 119. A contact conductive strip 120 is fixedly installed on the swing arm of the pneumatic servo 119. The contact conductive strip 120 and the positioning conductive inclined blocks 108 are in contact conductive engagement through the front anti-collision beam. If the front bumper beam is not centered on the two clamping platforms 110, one end of the beam will shift, causing a change in the length of the front bumper beam between the positioning conductive wedge 108 and the contact conductive strip 120. The length of the front bumper beam between these wedges can be determined by measuring the resistance between them. Therefore, by comparing the resistance difference between the two sets of positioning conductive wedges 108 and contact conductive strips 120, the offset of the front bumper beam can be determined. When the error exceeds the acceptable range, the system issues an alarm, requiring manual correction.

[0029] The arc measuring assembly includes a fixing base 201 fixedly installed on the arc measuring assembly fixing plate 106. A detection housing 202 is fixedly installed on the fixing base 201. Two symmetrical exhaust ports 203 are opened on the detection housing 202 along its own radial direction. Two parallel light shield support positioning slide rods 207 are arranged between the two exhaust ports 203. The two light shield support positioning slide rods 207 are fixedly installed on the inner wall of the detection housing 202. Two symmetrically arranged light shields 206 are slidably mounted on the light shield support positioning slide rod 207. Each light shield 206 has a parallel image sensor 209 and an imaging plate 208 fixedly mounted on its inner wall. Each imaging plate 208 has a light-transmitting hole at its center. Each image sensor 209 has a heat sink 205 fixedly mounted on its back via a temperature guide plate 210. Two centrally symmetrical racks 211 are fixedly mounted on the two temperature guide plates 210. An adjusting gear 212 is set at the symmetrical center of the two racks 211, and the two racks 211 are driven by meshing through the adjusting gear 212. A guide plate 204 is set on both sides of the two heat sinks 205. The guide plate 204 is aligned with the exhaust port 203 and the two guide plates 204 are fixed on the inner wall of the detection housing 202. An adjusting gear plate bracket 213 is fixedly installed in the middle of the two light-shielding support positioning slide rods 207. The adjusting gear plate 212 is rotatably mounted on the adjusting gear plate bracket 213. A planetary disk 214 is rotatably mounted on the side of the adjusting gear plate bracket 213 away from the adjusting gear plate 212. The planetary disk 214 and the adjusting gear plate 212 are coaxially fixed by a rotating shaft. A magnetic gear ring 215 is provided on the outer side of the planetary disk 214. A central gear 217 is rotatably engaged at the center of the planetary disk 214. The central gear 217 and the magnetic gear ring 215 are meshed and driven by three planetary gears 216 rotatably mounted on the planetary disk 214. The magnetic gear ring 215 is in frictional engagement with the adjusting gear plate bracket 213, and there is also magnetic engagement between the magnetic gear ring 215 and the adjusting gear plate bracket 213. A gearbox support cover 219 is also fixedly installed on the adjusting gear plate bracket 213. A gearbox 218 is fixedly installed on the gearbox support cover 219. The output shaft of the gearbox 218 passes through the gearbox support cover 219 and is fixedly engaged with the central gear 217. There is rotational frictional resistance between the adjusting gear plate 212 and the planetary disk 214 and the adjusting gear plate bracket 213. This frictional resistance is greater than the frictional resistance that makes the magnetic gear ring 215 rotate. That is, when there is no magnetic attraction between the adjusting gear plate bracket 213 and the magnetic gear ring 215, the magnetic gear ring 215 will rotate inside the adjusting gear plate bracket 213. At the same time, the adjusting gear plate 212 and the magnetic gear ring 215 cannot overcome the resistance to rotate.A centrifugal impeller mounting cover 223 is also fixedly installed on the adjusting gear plate bracket 213. A centrifugal impeller placement groove 225 is opened at the center of the inner side of the centrifugal impeller mounting cover 223. The gearbox 218 is coaxially arranged inside the centrifugal impeller placement groove 225. Two symmetrically arranged air outlets 224 are opened on both sides of the centrifugal impeller placement groove 225 facing the two heat sinks 205. A centrifugal impeller 222 is rotatably installed inside the centrifugal impeller placement groove 225. The centrifugal impeller 222 is fixedly installed on the input shaft of the gearbox 218. The input shaft of the gearbox 218 is fixedly installed on the output shaft of the adjusting motor 221. The adjusting motor 221 is fixedly installed on the adjusting motor support cover 220. The adjusting motor support cover 220 is fixedly installed on the centrifugal impeller mounting cover 223. Each clamping cylinder 107 has a swing motor 113 fixedly mounted on its telescopic cylinder housing. A swing drive gear 114 is fixedly mounted on the end of the telescopic rod of the swing motor 113. A swing driven gear 115 is rotatably mounted on the end of the telescopic cylinder of the clamping cylinder 107. The swing driven gear 115 is sleeved on the telescopic rod of the clamping cylinder 107 via a spline sliding mechanism, and meshes with the swing drive gear 114 for transmission. The swing driven gear 115 can only rotate on the telescopic cylinder of the clamping cylinder 107 and cannot undergo axial displacement between the clamping cylinder 107 and the telescopic cylinder.

[0030] The working principle of the automotive front bumper beam curvature detection system disclosed in this invention is as follows: The front bumper beam is placed on two clamping platforms 110. The concave surface of the front bumper beam has calibration points for the curvature measuring component to identify. Then, the swing motor 113 is controlled. The output shaft of the swing motor 113 drives the swing drive gear 114 and the swing driven gear 115 to rotate. The swing driven gear 115 drives the clamping rod swing arm 116 and the clamping rod 117 at the end of the extension rod of the clamping cylinder 107 to swing, causing the clamping rod 117 to swing above the front bumper beam. Then, the extension rod of the clamping cylinder 107 is controlled to retract, pressing the front bumper beam onto the clamping platform 110 (after detection, the control is reversed). Simultaneously, the conduction between the two positioning conductive contacts 112 and the front bumper beam serves as a signal to ensure full contact between the front bumper beam and the clamping platform 110. Meanwhile, the resistance difference between the two sets of positioning conductive ramps 108 and the contact conductive strips 120 is within the set error range, ensuring that the front anti-collision beam is located at the center of the two clamping platforms 110 (specifically, the pneumatic servo motor 119 is activated, and the pneumatic servo motor 119 drives the contact conductive strips 120 to swing toward the front anti-collision beam, so that the front anti-collision beam contacts the contact conductive strips 120, and when the front anti-collision beam is placed on the clamping platform 110, the two ends of the front anti-collision beam will contact the two positioning conductive ramps 108 to achieve conductivity, and the spacing between the two positioning conductive ramps 108 is adjusted according to the front anti-collision beams of different lengths). Subsequently, the telescopic rod of the control center cylinder 101 retracts, causing the triangular beam 104 to move closer to the front bumper beam. At this time, the three arc-measuring components on the triangular beam 104 will move to directly above the front bumper beam (limit sensors are installed on the detection platform 102, either infrared or limit switches are acceptable). Each arc-measuring component corresponds to an identification calibration point of the front bumper beam. The distance between the two light shields 206 in the arc-measuring components is known. If adjustment is required, the electromagnetic winding (with an embedded coil) inside the adjusting gear bracket 213 needs to be controlled to generate magnetic force to attract the magnetic gear ring 215, so that the magnetic gear ring 215 and the adjusting gear bracket 213 form a fixed engagement relationship. When the adjusting motor 221 is working, the output shaft of the adjusting motor 221 will drive the gearbox. When the input shaft of gearbox 218 rotates, the output shaft of gearbox 218 drives the central gear 217 to rotate. The central gear 217 drives the planetary gear 216 to rotate on its own axis and revolve around the sun. The planetary gear 216 then drives the planetary disk 214 to rotate. The planetary disk 214 drives the adjusting gear disk 212 to rotate. The adjusting gear disk 212 drives the two racks 211 to move relative to each other. The racks 211 drive the two sunshades 206 to slide relative to each other on the sunshade support positioning slide rod 207, thereby adjusting the position of the sunshades 206 (the sunshade support positioning slide rod 207 and the sunshades 206 constitute a sliding rheostat. The position of the sunshade 206 on the sunshade support positioning slide rod 207 is determined by the resistance value, thereby determining the distance between the two sunshades 206).The calibration point on the front bumper beam passes through the light-transmitting hole on the imaging plate 208 (the size depends on the ambient light and can be replaced as needed) to form an image on the image sensor 209. The distance between this image and the center point of the image sensor 209 is known (the size of a single pixel multiplied by the number of pixels). The distance between the imaging plate 208 and the image sensor 209 is also known. At the same time, the light-transmitting hole at the center of the imaging plate 208 is located at the center point of the image sensor 209, thus forming a triangle. All the data of this triangle is known (or indirectly known, knowing the two sides and the included angle, and the included angle is the vertical angle between the line connecting the projection position of the calibration point on the image sensor 209 and the center point of the image sensor 209 and the distance between the light-transmitting hole of the imaging plate 208 and the image sensor 209). Therefore, the angle between the line connecting the calibration point projected onto the image sensor 209 and the calibration point on the front bumper beam, and the plane of the image sensor 209, is known. Simultaneously, the distance between the two image sensors 209 is also known (the projection distance of the calibration points on the two image sensors 209 onto the image sensor 209 is also known). The specific distance can be controlled by adjusting the two light shields 206; the greater the distance, the higher the accuracy. At this point, the projection distance of the calibration points on the front bumper beam onto the two image sensors 209 is known, thus forming a triangle. The two included angles of this triangle (the angle between the line connecting the calibration points projected onto the image sensor 209 and the calibration point on the front bumper beam, and the plane of the image sensor 209) and the length of one side (the projection distance of the calibration points on the two image sensors 209 onto the image sensor 209) are known, so its height can be calculated, which is the distance between the fixed base 201 and the calibration point on the front bumper beam. By using multiple arc measuring components to jointly detect the distance between each calibration point of the front bumper beam and the corresponding arc measuring component (all arc measuring components are at the same horizontal height), the curvature of the entire front bumper beam can be checked to see if it is up to standard.

[0031] During normal use, that is, without adjusting the distance between the two light shields 206 (it should be noted that the rotation direction of the adjusting motor 221 is controllable), there is no magnetic force between the magnetic gear ring 215 and the adjusting gear plate bracket 213. In other words, the magnetic gear ring 215 rotates freely within the adjusting gear plate bracket 213. At this time, the output shaft of the adjusting motor 221 directly drives the input shaft of the gearbox 218 and the centrifugal impeller 222 to rotate. The rotation of the centrifugal impeller 222 will drive the air inside to rotate, causing the air inside to be thrown outward by centrifugal force and then sprayed out through the two air outlets 224, so that the air blows towards the two heat sinks 205 to dissipate heat. The heat sinks 205 absorb the heat from the image sensor 209, thereby reducing the thermal noise of the image sensor 209 and improving the detection accuracy and stability of the image sensor 209. However, the output shaft of the gearbox 218 will only drive the central gear 217 to rotate, and the central gear 217 will drive the planetary gear 216 to rotate, which in turn drives the magnetic gear ring 215 to rotate (because the resistance to make the adjusting gear 212 and the planetary disk 214 rotate cannot be overcome).

Claims

1. A system for detecting the curvature of a front bumper beam of an automobile, comprising a testing platform (102), characterized in that: Two parallel sliding rails (103) are fixedly installed in the middle of the testing platform (102) along the width direction. A triangular beam (104) is slidably installed on the two sliding rails (103). The triangular beam (104) is fixedly installed at the end of the telescopic rod of the central cylinder (101). The central cylinder (101) is fixedly installed on the testing platform (102). At least three vertical arms (105) are fixedly installed on the triangular beam (104). Each vertical arm (105) is fixedly installed with an arc measuring component through an arc measuring component fixing plate (106). Multiple arc measuring components are used together to detect the curvature of the front anti-collision beam. Two symmetrically arranged support columns (109) are also fixedly installed on the testing table (102). A clamping platform (110) is fixedly installed on the top of each of the two support columns (109). A clamping rod (117) is provided above each clamping platform (110). The clamping rod (117) is fixedly installed at the end of the telescopic rod of the clamping cylinder (107). The two ends of the front anti-collision beam are fixed on the clamping platform (110) by the clamping rod (117).

2. The vehicle front bumper beam curvature detection system according to claim 1, characterized in that: The telescopic cylinder of the clamping cylinder (107) is fixed on the testing table (102). The end of the telescopic rod of the clamping cylinder (107) is fixedly connected to the clamping rod (117) through the clamping rod swing arm (116). The clamping rod (117) is fixed on the clamping rod swing arm (116) in a way that is easy to disassemble, and is used to adjust the distance between the bottom end of the clamping rod (117) and the clamping rod swing arm (116). The end of the clamping rod (117) that contacts the front anti-collision beam is provided with a rubber head.

3. The vehicle front bumper beam curvature detection system according to claim 2, characterized in that: The top of the support column (109) is slidably connected to two parallel positioning conductive contacts (112). Each positioning conductive contact (112) is surrounded by a tension spring (111). One end of the tension spring (111) is fixed to the support column (109), and the other end of the tension spring (111) is fixed to the end of the positioning conductive contact (112) away from the front bumper beam. The two positioning conductive contacts (112) are in contact with the front bumper beam for conductive engagement. When the front bumper beam is placed on the clamping platform (110), it will contact the two positioning conductive contacts (112) and cause the two tension springs (111) to stretch and deform. This is used to determine whether the front bumper beam is placed in position on the clamping platform (110).

4. The vehicle front bumper beam curvature detection system according to claim 3, characterized in that: The testing platform (102) is provided with two symmetrically arranged positioning conductive inclined blocks (108) on the opposite sides of the two clamping platforms (110). The two positioning conductive inclined blocks (108) are fixed on the testing platform (102) in a way that is easy to disassemble. The top of each of the two positioning conductive inclined blocks (108) is provided with an inclined surface for center positioning of the front anti-collision beam. Two symmetrically arranged pneumatic servo brackets (118) are also fixedly installed on the testing platform (102) at the positions of the two positioning conductive inclined blocks (108). Each pneumatic servo bracket (118) is fixedly installed with a pneumatic servo (119). A contact conductive strip (120) is fixedly installed on the swing arm of the pneumatic servo (119). The contact conductive strip (120) and the positioning conductive inclined block (108) are connected by contact conductive contact through the front anti-collision beam. If the front bumper beam is not placed in the exact center on the two clamping platforms (110), one end of the front bumper beam will be offset, which will cause the length of the front bumper beam between the positioning conductive wedge (108) and the contact conductive strip (120) to change. At this time, the length of the front bumper beam between the positioning conductive wedge (108) and the contact conductive strip (120) can be determined by measuring the resistance between the positioning conductive wedge (108) and the contact conductive strip (120). Therefore, by comparing the resistance difference between the two sets of positioning conductive wedge (108) and the contact conductive strip (120) through the cooperation of the two sets of positioning conductive wedge (108) and the contact conductive strip (120), the offset of the front bumper beam can be determined. When it exceeds the error range, the system will issue an alarm, and manual correction is required.

5. The vehicle front bumper beam curvature detection system according to claim 4, characterized in that: The arc measuring assembly includes a fixed base (201) fixedly installed on the arc measuring assembly fixing plate (106). A detection housing (202) is fixedly installed on the fixed base (201). Two symmetrical exhaust ports (203) are opened on the detection housing (202) along its own radial direction. Two parallel light shield support positioning slide rods (207) are arranged between the two exhaust ports (203). The two light shield support positioning slide rods (207) are fixedly installed on the inner wall of the detection housing (202).

6. The vehicle front bumper beam curvature detection system according to claim 5, characterized in that: Two symmetrically arranged light shields (206) are slidably installed on the two light shield support positioning slide rods (207). Each light shield (206) has a parallel image sensor (209) and an imaging plate (208) fixedly installed on its inner wall. Each imaging plate (208) has a light-transmitting hole at its center. Each image sensor (209) has a heat sink (205) fixedly installed on its back through a heat-conducting plate (210). Two centrally symmetrical racks (211) are fixedly installed on the two heat-conducting plates (210). An adjusting gear plate (212) is set at the symmetrical center of the two racks (211). The two racks (211) are meshed and driven by the adjusting gear plate (212). Two heat sinks (205) are provided with guide plates (204) on both sides. The guide plates (204) are aligned with the exhaust port (203) and the two guide plates (204) are fixed on the inner wall of the detection housing (202).

7. The vehicle front bumper beam curvature detection system according to claim 6, characterized in that: An adjusting gear plate bracket (213) is fixedly installed in the middle of the two light shield support positioning slide rods (207). The adjusting gear plate (212) is rotatably mounted on the adjusting gear plate bracket (213). A planetary turntable (214) is rotatably mounted on the side of the adjusting gear plate bracket (213) away from the adjusting gear plate (212). The planetary turntable (214) and the adjusting gear plate (212) are coaxially fixed by a rotating shaft. A magnetic gear ring (215) is provided on the outer side of the planetary turntable (214). A central gear (217) is rotatably engaged at the center position of the planetary turntable (214). The central gear (217) and the magnetic gear ring (215) are meshed and driven by three planetary gears (216) rotatably mounted on the planetary turntable (214). The magnetic gear ring (215) is in frictional engagement with the adjusting gear plate bracket (213). The magnetic gear ring (215) and the adjusting gear plate bracket (213) are also in magnetic engagement.

8. The vehicle front bumper beam curvature detection system according to claim 7, characterized in that: The gearbox support cover (219) is also fixedly installed on the gearbox support cover (219), and the gearbox (218) is fixedly installed on the gearbox support cover (219). The output shaft of the gearbox (218) passes through the gearbox support cover (219) and is fixedly engaged with the center gear (217).

9. The vehicle front bumper beam curvature detection system according to claim 8, characterized in that: A centrifugal impeller mounting cover (223) is also fixedly installed on the adjusting gear plate bracket (213). A centrifugal impeller placement slot (225) is provided at the center of the inner side of the centrifugal impeller mounting cover (223). The gearbox (218) is coaxially arranged inside the centrifugal impeller placement slot (225). Two symmetrically arranged air outlets (224) are opened on both sides of the centrifugal impeller placement slot (225) facing the two heat sinks (205). A centrifugal impeller (222) is rotatably installed inside the centrifugal impeller placement slot (225). The centrifugal impeller (222) is fixedly installed on the input shaft of the gearbox (218). The input shaft of the gearbox (218) is fixedly installed on the output shaft of the adjusting motor (221). The adjusting motor (221) is fixedly installed on the adjusting motor support cover plate (220). The adjusting motor support cover plate (220) is fixedly installed on the centrifugal impeller mounting cover (223).

10. The vehicle front bumper beam curvature detection system according to claim 9, characterized in that: Each clamping cylinder (107) has a swing motor (113) fixedly installed on its telescopic cylinder shell. The end of the telescopic rod of the swing motor (113) is fixedly installed with a swing drive gear (114). The end of the telescopic cylinder of the clamping cylinder (107) is rotatably installed with a swing driven gear (115). The swing driven gear (115) is sleeved on the telescopic rod of the clamping cylinder (107) by a spline sliding manner. The swing driven gear (115) meshes with the swing drive gear (114) for transmission.

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