Chassis safety detection device and method in running process of low-floor bus
By designing a chassis safety testing device for low-floor buses during operation, and using a multi-slope main body to measure the distance between the vehicle chassis and the slope, the problem of complex testing and low accuracy in existing technologies is solved, achieving low-cost and accurate chassis safety testing.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-19
- Publication Date
- 2026-03-31
AI Technical Summary
Existing low-floor bus chassis height testing methods are cumbersome, have low accuracy, and require sophisticated site and equipment, making it difficult to achieve accurate, efficient, and low-cost testing.
A chassis safety testing device for low-floor buses during operation is designed, comprising first and second ramps. The device measures the distance between the chassis and the ramps at different airbag heights, and combines multiple rounds of verification and statistical methods to correct errors to determine chassis safety.
It enables accurate, efficient, and low-cost testing of low-floor bus chassis on ordinary sites, providing reliable safety test results and is suitable for safety assessment of urban road driving.
Smart Images
Figure CN121762236A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of bus inspection, and in particular relates to a device and method for detecting the chassis safety of a low-floor bus during operation. Background Technology
[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.
[0003] The height of a bus chassis affects its passability and driving stability, and accurate testing is crucial for research, development, and maintenance.
[0004] Existing testing methods are cumbersome to operate, have poor accuracy, rely on specialized facilities and equipment, and are costly and limited. For example, manual measurements are susceptible to interference, and the deployment of specialized equipment is difficult, failing to meet the needs for efficient and accurate testing, and urgently requiring improvement. Summary of the Invention
[0005] To overcome the shortcomings of the prior art, this invention proposes a chassis safety testing device and method for low-floor buses during operation. It addresses the problems of complex operation, low accuracy, and high requirements for site and equipment in existing testing methods for low-floor buses, and achieves accurate, efficient, and low-cost testing.
[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: In a first aspect, the present invention discloses a chassis safety detection device for a low-floor bus during driving, comprising a first ramp body and a second ramp body, wherein the length of the first ramp body is less than that of the second ramp body. The first ramp body includes two parallel first connecting structures, each of which includes a first inclined structure, a first platform structure, and a second inclined structure connected in sequence. The second ramp body includes two parallel second connecting structures, each of which includes a third inclined structure, a second platform structure, and a fourth inclined structure connected in sequence. The first and second connecting structures, placed in parallel, are used to test the distance between the bus chassis and the ramp body when the wheels on both sides of the low-floor bus travel to different positions on the ramp body, and when the airbag height is different.
[0007] In a further technical solution, the first inclined structure is an uphill section, the first platform structure is a planar section, and the second inclined structure is a downhill section, wherein the uphill section and the downhill section are of the same length.
[0008] In a further technical solution, the bottom of the first platform structure has extensions at both ends, the length of which is less than the horizontal length of the inclined structure, and the extensions are provided with a connecting locking structure for connecting the first platform structure with the first inclined structure and the second inclined structure.
[0009] In a further technical solution, the third inclined structure is an uphill section, the second platform structure is a flat section, and the fourth inclined structure is a downhill section, with the uphill section and the downhill section having the same length.
[0010] In a further technical solution, the bottom of the second platform structure has extensions at both ends, the length of which is less than the horizontal length of the inclined structure, and the extensions are provided with a connecting locking structure for connecting the second platform structure with the third and fourth inclined structures.
[0011] In a further technical solution, the first inclined structure and the second inclined structure have the same length and height, the third inclined structure and the fourth inclined structure have the same length and height, the length of the first inclined structure is less than that of the third inclined structure, the length of the first platform structure is less than that of the second platform structure, and the slope of the first inclined structure is greater than that of the third inclined structure.
[0012] Secondly, this invention discloses a method for detecting the chassis safety of a low-floor bus during operation, comprising: The low-floor bus to be tested was aligned with the main body of the first ramp according to the wheel combination and drove onto the main body of the first ramp. The distance between the vehicle chassis and the main body of the ramp was measured when the front wheels were on the uphill section, downhill section and flat section, respectively, with the airbag height at the highest, normal and lowest states. The low-floor bus to be tested was aligned with the second ramp body according to the wheel combination and drove onto the second ramp body. The distance between the vehicle chassis and the ramp body was measured when the front wheels were on the uphill section, downhill section and flat section, respectively, with the airbag height at the highest, normal and lowest states. Replace the wheel assembly and repeat the test to determine whether the distance between the vehicle chassis and the main body of the slope meets the judgment criteria.
[0013] A further technical solution is provided, wherein the judgment criteria include: when the airbag height is at its lowest, the distance between the vehicle chassis and the main body of the slope is not less than a first standard distance; when the airbag height is normal, the distance between the vehicle chassis and the main body of the slope is not less than a second standard distance; and when the airbag height is at its highest, the distance between the vehicle chassis and the main body of the slope is not less than a third standard distance.
[0014] In a further technical solution, the first standard distance is 10mm, the second standard distance is half of the theoretically adjustable maximum height of the airbag plus 10mm, and the third standard distance is the theoretically adjustable maximum height of the airbag plus 10mm.
[0015] A further technical solution involves measuring each set of wheels under each airbag condition to determine if the vehicle's distance from the slope's limit position meets the standard; if all conditions are met, the condition is considered qualified; if both long and short slopes are qualified, the slope is considered qualified; and when the wheels, condition, and slope are all qualified, the final result is qualified.
[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention provides a chassis safety detection device and method for low-floor buses during operation. The device has a simple structure, is suitable for ordinary sites, and reduces costs. The structure is easy to assemble and can be used in different sites and reused.
[0017] This invention proposes to collect multi-dimensional data from multiple slopes to comprehensively test driving data; multiple rounds of verification ensure the reliability of the results, providing accurate data for bus design and maintenance, and solving the industry's testing pain points.
[0018] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.
[0020] Figure 1 This is a schematic diagram of the structure of the first slope body described in Embodiment 1 of the present invention.
[0021] Figure 2 This is a schematic diagram of the structure of the second slope body described in Embodiment 1 of the present invention.
[0022] Figure 3 This is a schematic diagram of the connection locking structure described in Embodiment 1 of the present invention. Detailed Implementation
[0023] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.
[0024] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.
[0025] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.
[0026] Example 1 In one or more embodiments, a chassis safety detection device for a low-floor bus during driving is disclosed, comprising a first ramp body and a second ramp body, wherein the length of the first ramp body is less than that of the second ramp body. The first ramp body includes two parallel first connecting structures, each of which includes a first inclined structure, a first platform structure, and a second inclined structure connected in sequence. The second ramp body includes two parallel second connecting structures, each of which includes a third inclined structure, a second platform structure, and a fourth inclined structure connected in sequence. The first and second connecting structures, placed in parallel, are used to test the distance between the bus chassis and the ramp body when the wheels on both sides of the low-floor bus travel to different positions on the ramp body, and when the airbag height is different.
[0027] In this embodiment, the first slope is a short slope of 7 meters, and the second slope is a long slope of 10 meters.
[0028] Preferably, the main body of the ramp is made of high-strength metal, the ramp is electrophoretically treated, the length is 7m and 10m, the slope of the ramp is 4.3° and 2.86° respectively, and the placement width is adapted to the wheel track of low-floor buses.
[0029] Furthermore, such as Figure 1 As shown, the first inclined structure is an uphill section, the first platform structure is a flat section, and the second inclined structure is a downhill section, with the uphill section and the downhill section having the same length.
[0030] The bottom of the first platform structure has extensions at both ends. The length of the extensions is less than the horizontal length of the inclined structure. The extensions are provided with a connecting locking structure for connecting the first platform structure with the first inclined structure and the second inclined structure.
[0031] The connecting locking structure includes a flat bottom, such as... Figure 3 As shown, the device has outwardly extending portions at both ends, each portion being a 200mm steel section; a limiting steel section with a cross-section of 40mm × 40mm connects the bottom of the connecting plane to the extending portions; a vertical limiting steel plate with a height of 60mm and a thickness of 5mm is disposed on the extending portions; the connecting locking structure is used to engage with the fitting grooves on the ramp, which has a first limiting groove and a second limiting groove; the limiting steel section engages with the first limiting groove, which is a 40mm × 40mm groove; the vertical limiting steel plate engages with the second limiting groove, which is a 60mm high and 6.1mm wide groove. The ramp is lifted using a forklift, the grooves aligned with the planar steel beam and the protruding steel plate, and then slowly lowered to complete the connection.
[0032] like Figure 2As shown, the third inclined structure is an uphill section, the second platform structure is a flat section, and the fourth inclined structure is a downhill section. The uphill section and the downhill section are of the same length.
[0033] The bottom of the second platform structure has extensions at both ends. The length of the extensions is less than the horizontal length of the inclined structure. The extensions are equipped with a connecting locking structure for connecting the second platform structure with the third and fourth inclined structures.
[0034] Furthermore, the first inclined structure and the second inclined structure have the same length and height, the third inclined structure and the fourth inclined structure have the same length and height, the first inclined structure is shorter than the third inclined structure, the first platform structure is shorter than the second platform structure, and the slope of the first inclined structure is greater than that of the third inclined structure.
[0035] In this embodiment, the first slope body and the second slope body are two sets of parallel high-strength steel slope units. The slopes are treated with electrophoresis. The length of the first slope body is 7m and the length of the second slope body is 10m. The slope of the slope part of the first slope body is 4.3° and the slope of the slope part of the second slope body is 2.86°. The placement width is adapted to the wheel track of low-floor buses.
[0036] The first ramp consists of two 7m short ramp devices, each composed of a 2m uphill section, a 3m flat section, and a 2m downhill section. The flat section is 0.15m high and 0.8m wide, with a slope of 4.3°. The flat section extends 0.2m from the bottom to both ends to connect with the uphill and downhill sections. The second ramp consists of two 10m long ramp devices, each composed of a 3m uphill section, a 4m flat section, and a 3m downhill section. The flat section is 0.15m high and 0.8m wide, with a slope of 2.86°. The flat section extends 0.2m from the bottom to both ends to connect with the uphill and downhill sections.
[0037] Long slopes can simulate road conditions with relatively gentle gradients and long lengths; short slopes can simulate road conditions with relatively steep gradients and short lengths. The combination of the two slopes basically summarizes the conditions encountered by buses driving on normal urban roads, achieving accurate and comprehensive safety testing.
[0038] Example 2 In one or more embodiments, a method for detecting the chassis safety of a low-floor bus during operation is disclosed, comprising: The low-floor bus to be tested was aligned with the main body of the first ramp according to the wheel combination and drove onto the main body of the first ramp. The distance between the vehicle chassis and the main body of the ramp was measured when the front wheels were on the uphill section, downhill section and flat section, respectively, with the airbag height at the highest, normal and lowest states. The low-floor bus to be tested was aligned with the second ramp body according to the wheel combination and drove onto the second ramp body. The distance between the vehicle chassis and the ramp body was measured when the front wheels were on the uphill section, downhill section and flat section, respectively, with the airbag height at the highest, normal and lowest states. Replace the wheel assembly and repeat the test to determine whether the distance between the vehicle chassis and the main body of the slope meets the judgment criteria.
[0039] Furthermore, the judgment criteria include: when the airbag height is at its lowest, the distance between the vehicle chassis and the main body of the slope is not less than the first standard distance; when the airbag height is normal, the distance between the vehicle chassis and the main body of the slope is not less than the second standard distance; and when the airbag height is at its highest, the distance between the vehicle chassis and the main body of the slope is not less than the third standard distance.
[0040] Furthermore, the first standard distance is 10mm, the second standard distance is half of the theoretically adjustable maximum height of the airbag plus 10mm, and the third standard distance is the theoretically adjustable maximum height of the airbag plus 10mm.
[0041] Specifically, in this embodiment, the site and equipment are first prepared by selecting a level and solid site and setting up high-strength metal ramps (high-strength steel, reinforced supports, double ramps, with slopes of 4.3° and 2.86° respectively). A 7-meter short ramp and a 10-meter long ramp are spaced 30 meters apart, with ramps of the same length placed parallel to each other, the spacing determined by the wheel track. The transport assembly device is placed with a levelness error not exceeding 5mm, and the slope is confirmed.
[0042] Then, position the vehicle: Adjust the position of the low-floor bus and adjust the airbag height to the lowest, normal, and highest settings, so that the wheels on both sides are aligned with the slope. Drive up the slope at a low and constant speed until the wheels are completely in the slope test section and remain stationary. Further, data collection involved using tools to measure and record the distance between the vehicle's undercarriage and the slope.
[0043] Data were measured and recorded on the main body of the first slope and the main body of the second slope (short slope and long slope): 1. With the airbag at its highest height, the distance between the vehicle chassis and the ramp device when the front wheels are on the uphill section; 2. With the airbag at its highest height, the distance between the vehicle chassis and the ramp device when the front wheels are on the platform. 3. With the airbag at its highest height, the distance between the vehicle chassis and the ramp device when the front wheels are on the downhill section; 4. With the airbag at normal height, the distance between the vehicle chassis and the ramp device when the front wheels are on the uphill section; 5. With the airbag at normal height, the distance between the vehicle chassis and the ramp device when the front wheels are on the platform. 6. With the airbag at normal height, the distance between the vehicle chassis and the ramp device when the front wheels are on the downhill section; 7. When the airbag is at the lowest height and the front wheels are on the uphill section, the distance between the vehicle chassis and the ramp device; 8. When the airbag is at the lowest height and the front wheels are on the platform section, the distance between the vehicle chassis and the ramp device; 9. When the airbag is at the lowest height and the front wheels are on the downhill section, the distance between the vehicle chassis and the ramp device.
[0044] Furthermore, for multi-wheel testing: Repeat the test with different wheel combinations and collect data when the wheels are in different positions and on different ramps.
[0045] Preferably, for verification and correction: Test on long and short ramps at least 3 times each, and use statistical methods (analysis of mean square error) to correct the errors and determine the accurate height.
[0046] In this embodiment, the judgment criteria for the collected data are as follows: When the airbag is at the lowest height, the distance between the lowest point of the chassis and the ramp is not less than 10 mm; under normal height, the distance between the lowest point of the chassis and the ramp is not less than half of the maximum theoretically adjustable height of the airbag plus 10 mm; when the airbag is at the highest height, the distance between the lowest point of the chassis and the ramp is not less than the maximum theoretically adjustable height plus 10 mm. If the distance from the lowest point to the ramp height does not meet the above criteria, it is unqualified; if it meets the criteria, it is qualified. It can be preliminarily judged that the low-floor bus has reliable safety performance during driving, and the scraping rate of the bottom steel profiles, wire harnesses, and pipelines during driving on urban roads is low.
[0047] Furthermore, for each measurement of each group of wheels in each airbag state, it is judged that the distance between the vehicle and the limit position of the ramp is greater than 10 mm, and the wheels are qualified. If each state is qualified, the state is qualified. If both the long and short ramps are qualified, the ramp is qualified. When the wheels, state, and ramp are all qualified, the final result is qualified.
[0048] In the above embodiments, the descriptions of each embodiment have their own focuses. For parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.
[0049] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.
Claims
1. A chassis safety detection device for low-floor buses during operation, characterized in that, It includes a first slope body and a second slope body, wherein the length of the first slope body is less than that of the second slope body; The first ramp body includes two parallel first connecting structures, each of which includes a first inclined structure, a first platform structure, and a second inclined structure connected in sequence. The second ramp body includes two parallel second connecting structures, each of which includes a third inclined structure, a second platform structure, and a fourth inclined structure connected in sequence. The first and second connecting structures, placed in parallel, are used to test the distance between the bus chassis and the ramp body when the wheels on both sides of the low-floor bus travel to different positions on the ramp body, and when the airbag height is different.
2. The chassis safety detection device for low-floor buses during operation as described in claim 1, characterized in that, The first inclined structure is an uphill section, the first platform structure is a flat section, and the second inclined structure is a downhill section, with the uphill section and the downhill section having the same length.
3. The chassis safety detection device for low-floor buses during operation as described in claim 1, characterized in that, The bottom of the first platform structure has extensions at both ends. The length of the extensions is less than the horizontal length of the inclined structure. The extensions are provided with a connecting locking structure for connecting the first platform structure with the first inclined structure and the second inclined structure.
4. The chassis safety detection device for low-floor buses during operation as described in claim 1, characterized in that, The third inclined structure is an uphill section, the second platform structure is a flat section, and the fourth inclined structure is a downhill section. The uphill section and the downhill section are of the same length.
5. The chassis safety detection device for low-floor buses during operation as described in claim 1, characterized in that, The bottom of the second platform structure has extensions at both ends. The length of the extensions is less than the horizontal length of the inclined structure. The extensions are provided with a connecting locking structure for connecting the second platform structure with the third and fourth inclined structures.
6. The chassis safety detection device for a low-floor bus during operation as described in claim 1, characterized in that, The first inclined structure and the second inclined structure have the same length and height, the third inclined structure and the fourth inclined structure have the same length and height, the first inclined structure is shorter than the third inclined structure, the first platform structure is shorter than the second platform structure, and the slope of the first inclined structure is greater than that of the third inclined structure.
7. A method for detecting chassis safety during the operation of a low-floor bus, characterized in that, include: The low-floor bus to be tested was aligned with the main body of the first ramp according to the wheel combination and drove onto the main body of the first ramp. The distance between the vehicle chassis and the main body of the ramp was measured when the front wheels were on the uphill section, downhill section and flat section, respectively, with the airbag height at the highest, normal and lowest states. The low-floor bus to be tested was aligned with the second ramp body according to the wheel combination and drove onto the second ramp body. The distance between the vehicle chassis and the ramp body was measured when the front wheels were on the uphill section, downhill section and flat section, respectively, with the airbag height at the highest, normal and lowest states. Replace the wheel assembly and repeat the test to determine whether the distance between the vehicle chassis and the main body of the slope meets the judgment criteria.
8. The method for detecting chassis safety during the operation of a low-floor bus as described in claim 7, characterized in that, The judgment criteria include: when the airbag height is at its lowest, the distance between the vehicle chassis and the main body of the slope is not less than a first standard distance; when the airbag height is normal, the distance between the vehicle chassis and the main body of the slope is not less than a second standard distance; and when the airbag height is at its highest, the distance between the vehicle chassis and the main body of the slope is not less than a third standard distance.
9. The method for detecting chassis safety during the operation of a low-floor bus as described in claim 7, characterized in that, The first standard distance is 10mm, the second standard distance is half of the theoretically adjustable maximum height of the airbag plus 10mm, and the third standard distance is the theoretically adjustable maximum height of the airbag plus 10mm.
10. The method for detecting chassis safety during the operation of a low-floor bus as described in claim 7, characterized in that, For each airbag condition, the measurement of each set of wheels is judged. If the vehicle's distance from the slope limit position meets the standard, the wheel is qualified; if each condition is qualified, the condition is qualified; if both long and short slopes are qualified, the slope is qualified; when the wheels, condition, and slope are all qualified, the final result is qualified.