Mooring structure for multi-scene driving training

Abstract

The invention relates to the technical field of driving training auxiliary equipment, in particular to a mooring structure for multi-scene driving training, which comprises a frame for defining a driving training area, sliding components (including trapezoidal track rods and I-shaped track rods), spring-shaped mooring lines and conductive rotating rings, the sliding assembly slides along the frame rail, the mooring line is connected with the vehicle and the sliding assembly, the conductive rotating ring prevents the mooring line from being wound when the vehicle steers or does curvilinear motion, and the position sensor is matched with the driving motor to achieve accurate synchronization of the sliding assembly and vehicle motion. The structure can adapt to various core training scenes by changing the form of the frame track, the spring mooring line provides flexible constraint to prevent vehicle collision, the two sliding assemblies are selected as required, trainees are effectively assisted in standard operation, and the training efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of driver training assistance equipment technology, and in particular to a tethering structure for multi-scenario driver training. Background Technology

[0002] In driver training, reversing into a parking space, parallel parking, driving on S-curves, and hill starts are all core skills that trainees must master but are difficult to become proficient in. Currently, the traditional training model mainly relies on verbal instruction from instructors and the trainees' own driving feel, which has many drawbacks.

[0003] In reverse parking training, the lack of effective restraint devices makes vehicles prone to deviating from the correct parking trajectory, resulting in low training efficiency. Improper operation may also lead to collisions with surrounding facilities, causing property damage and psychological stress for trainees. When parallel parking, trainees are prone to problems such as crossing the line or tilting the vehicle due to improper lateral movement control. When driving on S-shaped curves, there are often deviations from the curve trajectory and imbalances in speed and steering coordination. In hill start training, trainees are prone to problems such as rolling back or excessive deviation from the designated starting point due to improper coordination of the accelerator, brake, and clutch, as there is a lack of effective restraint devices to assist in controlling the vehicle's posture.

[0004] Furthermore, existing technologies lack tethering structures specifically designed for multi-scenario driving training. This makes it impossible to effectively constrain training vehicles to assist in standardizing their trajectories, and also fails to address the issue of tethering wires becoming entangled during vehicle steering and curved movements. Consequently, training efficiency is low and safety is poor across various scenarios.

[0005] To address this issue, a tethering structure for multi-scenario driving training has been invented to resolve the problems mentioned in the background technology. Summary of the Invention

[0006] The purpose of this invention is to provide a tethering structure for multi-scenario driving training, in order to solve the problems of vehicles easily deviating from the trajectory, tethering lines easily getting tangled, and insufficient adaptability of sliding components in existing reverse parking, parallel parking, S-curve training, and hill start training. It achieves effective tethering and trajectory constraint in multi-scenario driving training, assists trainees in standardized operation, and improves the safety and efficiency of training.

[0007] This application provides a tethering structure for multi-scenario driving training, which adopts the following technical solution: it includes a frame for defining a driving training area, a track rod set on the frame, a sliding component set on the track rod, and a tethering line for connecting the vehicle and the sliding component; the sliding component can slide along the extension direction of the track rod, and one end of the tethering line is connected to the vehicle and the other end is connected to the sliding component.

[0008] Optionally, the tether line is spring-shaped, with one end fixed to the vehicle and the other end fixed to the sliding assembly.

[0009] Optionally, a conductive rotating ring is provided at one end of the tether line near the vehicle. The conductive rotating ring includes a rotor and a stator that can rotate relative to each other. The rotor is connected to the tether line, and the stator is connected to the top of the vehicle.

[0010] Optionally, the track rod includes a trapezoidal track rod with a trapezoidal cross-section and inclined surfaces on both sides. The sliding assembly includes a sliding seat disposed on the outside of the trapezoidal track rod. The sliding seat is provided with two pairs of first pulleys. Two of the first pulleys in each pair are located on both sides of the sliding seat, and the wheel surfaces of the first pulleys are in contact with the two inclined surfaces of the trapezoidal track rod.

[0011] Optionally, a first axle is provided in the middle of the first pulley, and the first axle is rotatably connected to the sliding seat; two first drive motors are provided on the top of the sliding seat, and the output ends of the two first drive motors are respectively connected to the first axle on one of the pair of first pulleys; a carrying plate is provided at the bottom of the sliding seat, and a position sensor is provided on the carrying plate.

[0012] Optionally, the track rod includes an I-shaped track rod, and the sliding assembly is disposed at the bottom of the I-shaped track rod and is a sliding plate that can move along its length; slidable limiting plates are respectively disposed on both sides of the sliding plate, and the two limiting plates are symmetrically arranged; a fixing bolt is disposed on the limiting plate, the fixing bolt passes through the sliding plate, and an adjusting nut is threaded to its end; a compression spring is disposed between the sliding plate and the limiting plate, sleeved on the outside of the fixing bolt, and the two ends of the compression spring abut against the sliding plate and the limiting plate respectively.

[0013] Optionally, each of the limiting plates is provided with a second axle on both sides, and a second pulley is provided on the second axle. The second pulley has a concave cross-section and rolls in contact with the bottom of the I-shaped track rod. A position sensor is provided at the bottom of the sliding plate, and two second drive motors are provided at the bottom of the sliding plate. The output end of the second drive motor is fixedly connected to the second axle.

[0014] In summary, this application includes the following beneficial technical effects: 1. By connecting the vehicle to a sliding component that can slide along the track rod via a tie line, the vehicle's movement trajectory can be effectively constrained in scenarios such as reversing into a parking space, parallel parking, S-curves, and hill starts, assisting trainees in standardized operation and improving training efficiency.

[0015] 2. The tie line is spring-shaped, which can act as a buffer during vehicle movement to prevent the vehicle from being subjected to rigid tension, while also accommodating small adjustments to the vehicle's position.

[0016] 3. The conductive rotating ring installed near the vehicle end of the tether line allows the rotor and stator to rotate relative to each other, solving the problem of the tether line easily getting tangled when the vehicle is turning or moving in a curve, and ensuring smooth training.

[0017] 4. Two structural designs for the sliding component to suit different training scenarios: The trapezoidal track rod and the first pulley work together with the drive motor to be suitable for active control of curved trajectories (such as S-curves and hill starts); The I-shaped track rod, limit plate, and compression spring work together to be suitable for smooth movement of straight trajectories (such as parallel parking), and the compression spring provides elastic buffering to improve the practicality and flexibility of the device.

[0018] 5. The position sensor detects the position of the sliding component in real time, which facilitates the monitoring and adjustment of the vehicle trajectory and assists the trainee in precise operation.

[0019] 6. This patent constructs a modular combination system of "frame shape - track type - sliding component". Through the dynamic matching logic of "replaceable frame (rectangular / straight / S-shaped / slope) + scenario-based track (trapezoidal / I-shaped) + adaptable sliding component (sliding seat / sliding plate)", it realizes "one set of equipment to fully cover" multiple core scenarios such as "reversing into a parking space, parallel parking, S-shaped curve, and hill start". Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the device. Figure I ; Figure 2 For this device Figure 1 Enlarged view of A in the middle; Figure 3 This is a schematic diagram of the structure of a sliding component of the device; Figure 4 For this device Figure 1 Enlarged view of B in the middle; Figure 5 This is a schematic diagram of the overall structure of the device. Figure II ; Figure 6 For this device Figure 5 Enlarged view of C in the middle; Figure 7 This is a schematic diagram of another sliding component of the device; Figure 8 This is a schematic diagram of the overall structure of the device for lateral parking training; Figure 9 This is a schematic diagram of the overall structure of the S-curve training device. Figure 10 This is a schematic diagram of the overall structure of the device for hill start training; The components are as follows: 1. Frame; 2. Sliding assembly; 3. Tie wire; 4. Conductive rotating ring; 5. Rotor; 6. Stator; 7. Trapezoidal track rod; 8. Sliding seat; 9. First pulley; 10. First wheel axle; 11. First drive motor; 12. Loading plate; 13. Position sensor; 14. I-shaped track rod; 15. Sliding plate; 16. Limiting plate; 17. Fixing bolt; 18. Adjusting nut; 19. Compression spring; 20. Second wheel axle; 21. Second pulley; 22. Second drive motor; 23. Track rod. Detailed Implementation

[0021] The present application will be further described in detail below with reference to the accompanying drawings. In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0022] Reference Figure 1 As shown, the tethering structure for multi-scenario driving training includes a frame 1, a sliding component 2, and a tethering line 3. The frame 1 is distributed at the edge of the reversing area, forming the boundary of the reversing area. The sliding component 2 is movably installed on the top of the frame 1. One end of the tethering line 3 is detachably connected to the roof of the vehicle by a hook, and the other end is fixed to the bottom center of the sliding component 2 by a bolt. The tethering line 3 is located between the vehicle and the sliding component 2. The implementation principle is as follows: When the vehicle is reversing into the parking space, the movement of the vehicle will cause the sliding component 2 to move synchronously along the frame 1 through the tie line 3. The range defined by the frame 1 restricts the movement path of the sliding component 2, and then constrains the driving trajectory of the vehicle through the tie line 3, so that the vehicle always moves within the preset reversing area, helping the trainee to master the correct parking route.

[0023] Reference Figure 1 As shown, the tether line 3 is spring-shaped and made of highly elastic metal or elastic composite material, with an overall spiral spring structure; one end of the spring-shaped tether line 3 is connected to the top of the vehicle, and the other end is connected to the bottom of the sliding component 2. The implementation principle is as follows: when the vehicle deviates slightly from the trajectory during training, the spring-shaped tether 3 will generate elastic restoring force through its own stretching or compression deformation, forming a flexible constraint on the vehicle. If the vehicle deviates to the outside, the spring stretches to generate an inward pulling force to correct the deviation trend; if the vehicle gets too close to the frame 1, the spring compresses to generate an outward pushing force to avoid a collision. This can accurately guide the vehicle back to the correct trajectory and avoid impact damage to the vehicle body or components caused by rigid constraints.

[0024] Reference Figure 1 , Figure 4 As shown, a conductive rotating ring 4 is installed at the end of the tether line 3 near the vehicle. The stator 6 of the conductive rotating ring 4 is disc-shaped and is vertically fixed to the center of the vehicle top by bolts. The circumferential surface of the stator 6 is embedded with conductive rings. The rotor 5 is cylindrical and sleeved on the outside of the stator 6. Brushes that contact the conductive rings are installed on the inner side wall of the rotor 5. The outer side wall of the rotor 5 is fixedly connected to the end of the tether line 3 by welding. The rotor 5 and the stator 6 achieve coaxial relative rotation through bearings. The implementation principle is as follows: when the vehicle makes a steering operation during training, the rotor 5 will rotate around the stator 6 together with the tether line 3. The brushes always keep in contact with the conductive ring, which not only ensures that the electrical signal transmission between the vehicle and the tether line 3 is not affected, but also avoids the tether line 3 from getting tangled due to the vehicle turning, thus ensuring the smooth progress of the training process.

[0025] Reference Figure 2 , Figure 3 As shown, the sliding assembly 2 includes a trapezoidal track rod 7, a sliding seat 8, and a first pulley 9. The two ends of the trapezoidal track rod 7 are horizontally fixed on the frame 1. The cross-section of the trapezoidal track rod 7 is an isosceles trapezoid, and its two inclined surfaces are symmetrically distributed. The sliding seat 8 is sleeved on the outside of the trapezoidal track rod 7. The two sides of the sliding seat 8 are respectively connected to the first wheel axle 10 through bearings. The first pulley 9 is fixedly sleeved on the first wheel axle 10. Each pair of first pulleys 9 is located on the two inclined surfaces of the trapezoidal track rod 7, and the wheel surface of the first pulley 9 is in close contact with the inclined surface. The implementation principle is as follows: when the sliding seat 8 is pulled by the tethering line 3, the first pulley 9 will roll along the inclined surface of the trapezoidal track rod 7. The trapezoidal track rod 7 with its trapezoidal structure forms a lateral limit on the first pulley 9, preventing the sliding seat 8 from detaching from the trapezoidal track rod 7 during the sliding process. At the same time, the symmetrical distribution of the two pairs of first pulleys 9 makes the sliding seat 8 bear the force evenly, ensuring a smooth and stable sliding process. In addition, the trapezoidal structure of the trapezoidal track rod 7 can also provide a rainproof effect for the electronic components at its bottom.

[0026] Reference Figure 2 , Figure 3 As shown, the two ends of the first wheel shaft 10 are rotatably connected to the sliding seat 8 through bearing seats, and the first pulley 9 is fixed in the middle of the first wheel shaft 10 by a key connection; the two first drive motors 11 are symmetrically fixed to the top of the sliding seat 8 by bolts, and the motor output shaft is connected to the end of one of the pairs of first wheel shafts 10 through a coupling; the carrying plate 12 is horizontally welded to the bottom center of the sliding seat 8, and the position sensor 13 is fixed to the surface of the carrying plate 12 by screws. The implementation principle is as follows: When the first drive motor 11 is working, it drives the first wheel shaft 10 to rotate through the coupling, thereby driving the first pulley 9 to roll along the trapezoidal track rod 7, realizing the active movement of the sliding seat 8; the position sensor 13 detects the relative position between the sliding seat 8 and the frame 1 in real time, and transmits the position information to the control system. The control system adjusts the speed of the first drive motor 11 according to the position information, so that the movement of the sliding seat 8 matches the movement speed of the vehicle, ensuring that the tether line 3 always maintains a suitable tension.

[0027] Reference Figure 5 , Figure 6 , Figure 7 As shown, the sliding assembly 2 includes an I-shaped track rod 14, a sliding plate 15, a limiting plate 16, a fixing bolt 17, an adjusting nut 18, and a compression spring 19. The I-shaped track rod 14 is horizontally arranged, and its two ends are fixedly connected to the frame 1 through brackets. The sliding plate 15 is horizontally arranged at the bottom of the I-shaped track rod 14, and there is a gap between the upper surface of the sliding plate 15 and the lower surface of the I-shaped track rod 14. The two limiting plates 16 are located on both sides of the sliding plate 15, and the bottom of the limiting plate 16 slides in contact with the upper surface of the sliding plate 15. The end of the fixing bolt 17 is welded and fixed to the outer wall of the limiting plate 16, and the screw part horizontally penetrates the sliding plate 15. The adjusting nut 18 is threadedly connected to the end of the screw that extends out of the sliding plate 15. The compression spring 19 is sleeved on the screw of the fixing bolt 17 located between the sliding plate 15 and the limiting plate 16. One end of the compression spring 19 abuts against the side wall of the sliding plate 15, and the other end abuts against the inner side wall of the limiting plate 16. The implementation principle is as follows: by rotating the adjusting nut 18, the compression amount of the compression spring 19 can be changed, thereby adjusting the clamping force of the limiting plate 16 on the I-shaped track rod 14; when the sliding plate 15 moves along the I-shaped track rod 14, the limiting plate 16 is always in contact with the side of the I-shaped track rod 14 under the action of the compression spring 19, forming a lateral constraint to prevent the sliding plate 15 from shifting laterally during the movement. At the same time, the elastic effect of the compression spring 19 can adapt to the slight undulations on the surface of the I-shaped track rod 14, ensuring that the sliding plate 15 moves smoothly.

[0028] Reference Figure 6 , Figure 7 As shown, the second wheel shaft 20 is vertically rotatably connected to the upper and lower positions on both sides of the limiting plate 16. The second pulley 21 is fixed to the second wheel shaft 20 by a key connection. The concave cross section of the second pulley 21 is adapted to the raised edge of the bottom of the I-shaped track rod 14, and the concave inner wall rolls in contact with the raised edge. The position sensor 13 is fixed to the center position of the bottom of the sliding plate 15 by screws. The two second drive motors 22 are respectively fixed to both sides of the bottom of the sliding plate 15 by motor mounts, and the motor output shafts are fixedly connected to the second wheel shaft 20 by couplings. The implementation principle is as follows: When the second drive motor 22 is working, it directly drives the second wheel axle 20 and the second pulley 21 to rotate. The concave structure of the second pulley 21 rolls along the raised edge at the bottom of the I-shaped track rod 14, driving the sliding plate 15 to move along the length of the I-shaped track rod 14. The position sensor 13 detects the position information of the sliding plate 15 in real time, providing a basis for adjusting the speed of the second drive motor 22, ensuring that the movement of the sliding plate 15 is synchronized with the movement of the vehicle. At the same time, the cooperation of the limiting plate 16 and the second pulley 21 ensures the stability and guidance of the movement of the sliding assembly 2.

[0029] Reference Figure 8 As shown, the frame 1 is a straight structure parallel to the side parking space and is arranged along the length of the parking space; the track pole 23 adopts an I-shaped track pole 14 or a trapezoidal track pole 7, and the sliding component 2 slides along the length of the track pole 23; one end of the tether line 3 is connected to the side of the vehicle top through a conductive swivel ring 4, and the other end is fixed to the middle of the sliding component 2. The implementation principle is as follows: When a vehicle is parallel parking, it needs to move laterally along the straight trajectory of frame 1. Driven by the drive motor, the sliding component 2 slides synchronously along the track rod 23 as the vehicle moves laterally; the spring-shaped tether line 3 constrains the lateral displacement of the vehicle through elastic deformation to avoid pressing the line; the position sensor 13 provides real-time feedback on the position of the sliding component 2 and adjusts the motor speed to keep the tether line 3 at a suitable tension, assisting the trainee in controlling the parallelism between the vehicle body and the parking space.

[0030] Reference Figure 9 As shown, frame 1 adopts an S-shaped curved structure to adapt to the curve trajectory of the S-shaped curve. Circular frames are added at both the entrance and exit ends of the S-shaped frame to form two independent circular reversing areas. The diameter of the circular reversing area is adapted to the turning radius of the training vehicle. After the vehicle exits the curve, it can complete the direction correction or secondary adjustment through the circular reversing areas at the entrance and exit ends to repeat the S-shaped curve training. The track rod 23 adopts an I-shaped track rod 14 or a trapezoidal track rod 7. The sliding component 2 slides along the length of the track rod 23. The length of the tether line 3 is adapted to the maximum span of the curve. The conductive rotating ring 4 is installed at the center of the top of the vehicle. The implementation principle is as follows: When the vehicle travels along the S-shaped track, the sliding component 2 slides synchronously along the track rod 23 under the drive of the drive motor as the vehicle moves laterally; the spring-shaped tether line 3 can adapt to the stretching and compression during the curved motion, avoiding rigid tension; the conductive rotating ring 4 rotates synchronously with the vehicle's steering and curved motion to prevent the tether line from getting tangled; the position sensor 13 monitors in real time the position of the sliding component 2 as the vehicle slides along the track rod 23 under the drive of the drive motor, and dynamically adjusts the motor speed to ensure that the tether line 3 always constrains the vehicle along the curved trajectory, assisting the trainee in controlling the timing of steering and the coordination of vehicle speed.

[0031] Reference Figure 10As shown, frame 1 is set as a sloping structure with a gradient of 10%-15%, and anti-slip base 24 is welded to the bottom to prevent the device from shifting. A 1-2 meter horizontal transition section is set at the top where it connects with the flat ground. The track rod 23 adopts a trapezoidal track rod 7, which is fixed to the top of frame 1 along the length of the slope. The sliding component 2 adopts the sliding seat 8 structure matched with the trapezoidal track rod 7. The wheel surfaces of the first pulleys 9 on both sides of the sliding seat 8 are in close contact with the inclined surface of the trapezoidal track rod 7. The output torque of the first drive motor 11 is adapted to the sliding resistance of the slope. One end of the tether line 3 is connected to the center of the vehicle top through a conductive rotating ring 4, and the other end is fixed to the middle of the sliding seat 8. The elastic coefficient of the tether line 3 is kept consistent with other scenarios to adapt to the stress requirements of the slope.

[0032] The implementation principle is as follows: When the vehicle performs a fixed-point parking maneuver on a slope, the position sensor 13 detects that the sliding component 2 has reached the fixed position, and the first drive motor 11 stops working and locks the first wheel axle 10. When starting, the first drive motor 11 slowly adjusts its speed according to the vehicle's power output, driving the first wheel axle 10 and the first pulley 9 to rotate, driving the sliding component 2 to move synchronously along the trapezoidal track rod 7. The inclined structure of the trapezoidal track rod 7 forms a lateral limit on the first pulley 9, preventing the sliding seat 8 from shifting during the slope. The spring-shaped tethering line 3 buffers the slope force through elastic deformation, preventing the vehicle from jerking when starting. The conductive rotating ring 4 adapts to the fine-tuning of the direction during starting, preventing the tethering line from getting tangled, and assisting the trainee in accurately controlling the throttle and clutch engagement.

[0033] The working principle of this device is as follows: the device selects frame track shapes (rectangular reversing frame, straight type, S-shaped) to adapt to various core driving training scenarios such as reversing into a parking space, parallel parking, S-shaped curves, and hill starts. The elastic buffering function of the spring-shaped tether 3 and the anti-entanglement function of the conductive rotating ring 4 are consistently adapted to each scenario: when the vehicle deviates from the trajectory, the spring generates elastic restoring force through stretching or compression to form a flexible constraint; when the vehicle turns or moves in a curve, the rotor 5 of the conductive rotating ring 4 rotates around the stator 6 with the tether 3 to avoid entanglement of the tether and ensure the transmission of electrical signals. The sliding component has two structures that can be selected according to the needs of the scenario: the I-shaped track rod 14 structure, which ensures lateral stability through the cooperation of the limiting plate 16 and the compression spring 19; and the trapezoidal track rod 7 structure, which achieves smooth curved sliding by means of the contact between the trapezoidal inclined surface and the first pulley 9. The position sensor 13 works in conjunction with the drive motors (first drive motor 11 and second drive motor 22) to detect the position of the sliding component in real time and adjust the rotation speed, so that the sliding component is precisely matched with the vehicle's speed and trajectory, ensuring that the tether line 3 always maintains a suitable tension, stably assisting trainees in standardized operation in various scenarios, and improving training efficiency and safety.

[0034] The working principle of this device has been explained through the above embodiments. These embodiments merely illustrate several implementation methods of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A tethering structure for multi-scenario driving training, characterized in that: It includes a frame (1) for defining a driving training area, a track rod (23) set on the frame (1), a sliding assembly (2) set on the track rod (23), and a tether line (3) for connecting the vehicle to the sliding assembly (2); the sliding assembly (2) is slidable along the extension direction of the track rod (23), and one end of the tether line (3) is connected to the vehicle and the other end is connected to the sliding assembly (2).

2. The tethering structure for multi-scenario driving training according to claim 1, characterized in that: The tether (3) is spring-shaped, with one end of the tether (3) fixed to the vehicle and the other end fixed to the sliding assembly (2).

3. The tethering structure for multi-scenario driving training according to claim 1, characterized in that: The tether line (3) is provided with a conductive rotating ring (4) at one end near the vehicle. The conductive rotating ring (4) includes a rotor (5) and a stator (6) that can rotate relative to each other. The rotor (5) is connected to the tether line (3), and the stator (6) is connected to the top of the vehicle.

4. The tethering structure for multi-scenario driving training according to claim 1, characterized in that: The track rod (23) includes a trapezoidal track rod (7), the trapezoidal track rod (7) has a trapezoidal cross section and inclined surfaces on both sides. The sliding assembly (2) includes a sliding seat (8) disposed on the outside of the trapezoidal track rod (7). Two pairs of first pulleys (9) are disposed on the sliding seat (8). Two of the first pulleys (9) in each pair of first pulleys (9) are located on both sides of the sliding seat (8), and the wheel surface of the first pulley (9) is in contact with the two inclined surfaces of the trapezoidal track rod (7).

5. The tethering structure for multi-scenario driving training according to claim 4, characterized in that: The first pulley (9) is provided with a first wheel axle (10) in the middle, and the first wheel axle (10) is rotatably connected to the sliding seat (8); the top of the sliding seat (8) is provided with two first drive motors (11), and the output ends of the two first drive motors (11) are respectively connected to the first wheel axle (10) on one of the first pulleys (9); the bottom of the sliding seat (8) is provided with a loading plate (12), and a position sensor (13) is provided on the loading plate (12).

6. The tethering structure for multi-scenario driving training according to claim 1, characterized in that: The track rod (23) includes an I-shaped track rod (14), and the sliding assembly (2) is a sliding plate (1) (5) located at the bottom of the I-shaped track rod (14) and movable along its length. Sliding limiting plates (16) are respectively provided on both sides of the sliding plate (15), and the two limiting plates (16) are symmetrically arranged. A fixing bolt (17) is provided on the limiting plate (16), the fixing bolt (17) passes through the sliding plate (15), and its end is threaded with an adjusting nut (18). A compression spring (19) is provided between the sliding plate (15) and the limiting plate (16) and sleeved on the outside of the fixing bolt (17), and the two ends of the compression spring (19) abut against the sliding plate (15) and the limiting plate (16) respectively.

7. The tethering structure for multi-scenario driving training according to claim 6, characterized in that: Each of the limiting plates (16) is provided with a second wheel axle (20) on both sides. A second pulley (21) is provided on the second wheel axle (20). The second pulley (21) has a concave cross section and rolls in contact with the bottom of the I-shaped track rod (14). A position sensor (13) is provided at the bottom of the sliding plate (15). Two second drive motors (22) are provided at the bottom of the sliding plate (15). The output end of the second drive motor (22) is fixedly connected to the second wheel axle (20).

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