Vehicle ergonomics test system

Abstract

The application provides a vehicle ergonomics test system, which comprises a base assembly, a floor assembly arranged on the upper end of the base assembly, a seat assembly selectively arranged on the upper end of the base assembly, an armrest box assembly selectively arranged on one side of the base assembly in the transverse direction, a roof assembly selectively arranged on the upper end of the base assembly and connected to the two sides of the base assembly in the transverse direction through a roof position adjusting support, a front wall assembly arranged on the front end of the floor assembly in the longitudinal direction, and a door assembly selectively arranged on one side of the base assembly in the transverse direction and connected to the front wall assembly and the roof assembly in the longitudinal direction. The vehicle ergonomics test system can quickly simulate an actual vehicle ergonomics scene, solves the problem of inaccurate software simulation, and greatly shortens the verification period and reduces the cost.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology, specifically relating to a vehicle human factors engineering testing system. Background Technology

[0002] Vehicle ergonomics is one of the core indicators for measuring the competitiveness of vehicle products. It mainly studies the perceptual experience of passenger space rationality, visibility, ease of entry and exit, ease of operation, and ride comfort, which directly affect consumers' car-using experience and purchasing decisions. As competition in the automotive market intensifies, consumers' demands for vehicle ergonomics performance are constantly increasing. Automotive design teams must conduct comprehensive ergonomic verification work in the early stages and iterations of vehicle design. By simulating real-world vehicle scenarios and combining feedback from different user groups, engineering solutions are compared and optimized to ensure that the final product meets ergonomic standards.

[0003] Currently, the mainstream human factors engineering verification methods in the industry are mainly divided into two categories, each with obvious limitations. One category is the 3D software verification method. This method relies on 3D modeling technology to simulate the in-vehicle environment and human posture. It has the advantages of short verification cycle, low R&D cost, and convenient operation, and can quickly complete the preliminary human factors parameter verification. However, there is a significant difference between software simulation and actual human experience, especially in terms of fine experience evaluation (such as operation feel, spatial fit, and details of field of vision obstruction). It cannot meet the verification needs of lean design and is prone to causing the design solution to be out of touch with the actual user experience.

[0004] Another method is model car verification. This method involves creating a full-scale or scaled-down physical model car to reproduce the layout and size of various components inside the vehicle. This allows testers to intuitively experience the interior environment and operating experience, resulting in high verification accuracy. However, there are aspects that need improvement. For example, model car production has a long cycle, usually taking several months, which cannot match the rapid iteration pace of R&D; the production cost is high, and if the layout or size of components needs to be adjusted, the model must be remade, further increasing R&D costs; at the same time, the flexibility of component adjustments in model cars is poor, making it difficult to quickly achieve multi-solution comparison verification, and failing to meet the needs of rapid and lean development of vehicle ergonomics.

[0005] Therefore, there is an urgent need for a human-machine engineering testing system that balances verification accuracy, cost control, and adjustment flexibility. Summary of the Invention

[0006] To address some or all of the aforementioned technical problems in the existing technology, this invention proposes a vehicle ergonomics testing system. This system, through modular and selectable arrangement of assemblies, can quickly simulate real-vehicle ergonomic scenarios, solving the problem of inaccurate software simulations, significantly shortening the verification cycle, reducing costs, and improving the flexibility of solution adjustments, thus meeting the needs of rapid and lean development in vehicle ergonomics.

[0007] According to the present invention, a vehicle ergonomics testing system is provided, comprising: Base assembly, A floor assembly, which is laid flat on top of the base assembly, is provided with clearance holes. A seat assembly, which is selectively mounted on the upper end of the base assembly via the clearance hole. An armrest box assembly, which can be optionally disposed on one side of the base assembly in a transverse direction. A top cover assembly, which can be selectively disposed on the upper end of the base assembly and connected to both lateral sides of the base assembly via a top cover position adjustment bracket. A front bulkhead assembly, the front bulkhead assembly being disposed at the longitudinal front end of the floor assembly. A door assembly, which may be located on one side of the base assembly laterally and longitudinally connects the front bulkhead assembly and the roof assembly.

[0008] In one embodiment, the base assembly includes a frame-shaped base skeleton, casters disposed on the bottom end surface of the base skeleton, and side movable brackets respectively disposed at both lateral ends of the base skeleton. The length of the side movable brackets extends along the longitudinal direction, and the position of the side movable brackets in the lateral direction of the base skeleton is adjustable.

[0009] In one embodiment, a first lifter is provided between the base frame and the floor assembly, and multiple sets of first guide posts and first guide post hole mating structures are provided.

[0010] In one embodiment, the floor assembly includes: Floor frame, A perforated floor fixed to the floor frame, with clearance holes opened on the perforated floor, a footrest and an accelerator pedal provided on the perforated floor, both the footrest and the accelerator pedal being adjustable in position on the perforated floor, and the angle formed between the footrest and the accelerator pedal and the top surface of the perforated floor being adjustable.

[0011] In one embodiment, the seat assembly includes a seat mounting perforated plate, a second guide post and a second guide post hole mating structure for connecting the base frame and the seat mounting perforated plate, a second lifter for connecting the base frame and the seat mounting perforated plate, and a seat mounting bracket disposed on the upper surface of the seat mounting perforated plate, the seat mounting bracket being adjustable in the lateral direction of the seat mounting perforated plate.

[0012] In one embodiment, the armrest box assembly includes: Armrest box frame, The perforated plate of the armrest box is installed on the armrest box frame. An armrest box position adjustment bracket is slidably connected vertically to the armrest box frame, and the armrest box position adjustment bracket is used to be longitudinally slidably connected to the side wall moving bracket.

[0013] In one embodiment, the top cover assembly includes: Top cover frame, A door-shaped top cover position adjustment bracket, the upper end of which is longitudinally slidably connected to the top cover frame, and the lower end of which is connected to the side wall moving bracket and is adjustable in both the vertical and longitudinal directions relative to the side wall moving bracket. The A-pillar connecting bracket has one end connected to the top cover frame via an A-pillar adjusting frame, and the A-pillar adjusting frame is longitudinally adjustable to the top cover frame.

[0014] In one embodiment, the front fascia assembly includes: Front frame, A perforated plate is installed on the dashboard at the top of the front bulkhead frame in a flat configuration. Steering column, A steering column adjusting bracket is disposed between the steering column and the front bulkhead frame. The steering column adjusting bracket is used to drive the steering column to move relative to the front bulkhead frame in the longitudinal direction, vertical direction, and rotational direction. A front fascia adjustment bracket is disposed between the front fascia frame and the floor assembly.

[0015] In one embodiment, the steering column adjustment bracket includes: The first adjusting component is longitudinally slidingly connected to the front frame. The second adjusting member is vertically slidably connected to the first adjusting member, and has two first adjusting ears arranged laterally opposite to each other. The third adjusting component is used to fix the steering column, and two second adjusting ears are provided on the third adjusting component in a laterally opposite manner. The second adjusting ears are distributed in a one-to-one correspondence with the first adjusting ears. An arc-shaped elongated hole is provided on one of the second adjusting ears and the first adjusting ear in each group, and a fixing hole is provided on the other.

[0016] In one embodiment, the door assembly includes: The column frame is longitudinally slidably mounted on the side movable bracket. Adjustable hinges are provided on the column frame. The perforated door panel connected to the adjustable hinge, An adjustable door lock connected to the perforated door panel, The upper end of the column frame is connected to the other end of the A-column connecting bracket.

[0017] Compared with existing technologies, the advantages of this invention are as follows: The vehicle ergonomics testing system uses the base assembly as the basic support carrier, with the floor assembly laid flat and pre-drilled clearance holes, allowing the seat assembly to flexibly select its installation position through these holes, adapting to the verification needs of different seat layouts; the armrest box assembly, roof assembly, and door assembly are all arranged selectively, with the roof assembly connected to both sides of the base assembly via a roof frame and position adjustment brackets, and the door assembly longitudinally connecting the front assembly and roof frame, together with the front assembly and floor assembly, quickly building a complete in-vehicle simulation scene; compared with 3D software... Verification shows that this system can realistically reproduce the layout, size, and spatial relationships of vehicle interior components, allowing testers to intuitively experience the details such as ride comfort and ease of operation, avoiding the problem of software simulation being out of touch with actual experience and greatly improving verification accuracy. Compared to model car verification, this system does not require the creation of a complete physical model, shortening the verification cycle. Moreover, each assembly can be flexibly disassembled and adjusted, and multiple sets of ergonomic solutions can be compared without remanufacturing, greatly reducing manufacturing and adjustment costs. It is suitable for the rapid verification needs in the early and iterative stages of vehicle design, truly meeting the core requirements of rapid and lean development of vehicle ergonomics. Attached Figure Description

[0018] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, in which: Figure 1 A schematic diagram of the structure of a vehicle human factors engineering test system according to an embodiment of this application is shown; Figure 2 A schematic diagram of the base assembly structure of an embodiment of the vehicle human factors engineering test system of this application is shown; Figure 3 A schematic diagram of the floor assembly structure of an embodiment of the vehicle ergonomics testing system of this application is shown; Figure 4 A schematic diagram of the seat assembly structure of an embodiment of the vehicle ergonomics test system of this application is shown; Figure 5 A schematic diagram of the armrest box assembly of an embodiment of the vehicle ergonomics test system of this application is shown; Figure 6A schematic diagram of the top cover assembly structure of an embodiment of the vehicle ergonomics test system of this application is shown; Figure 7 A schematic diagram of the front assembly structure of an embodiment of the vehicle ergonomics testing system of this application is shown; Figure 8 A schematic diagram of the door assembly structure of an embodiment of the vehicle ergonomics test system of this application is shown; Figure 9 A schematic diagram of the arrangement structure of an embodiment of the vehicle human factors engineering test system of this application is shown; Figure 10 The image shows the steering column adjustment bracket of the front bulkhead assembly of a vehicle ergonomics testing system according to an embodiment of this application; Figure 11 This application illustrates the connection structure between the top cover assembly and the side panel movable support of an embodiment of the vehicle ergonomics test system.

[0019] In the accompanying drawings, the same parts use the same reference numerals. The drawings are not drawn to scale. Detailed Implementation

[0020] To make the technical solutions and advantages of the present invention clearer, exemplary embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not an exhaustive list of all embodiments. Furthermore, without conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0021] In the description of this invention, it should be noted that the directional terms "front," "rear," "left," "right," "up," and "down," etc., are all referenced to the automobile body simulated by the vehicle ergonomic testing system. Additionally, the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0022] In the description of this invention, the terms "first," "second," etc., used in the specification, claims, and accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0023] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0024] like Figures 1 to 11 As shown, the core structure of this vehicle ergonomics testing system includes a base assembly 1, a floor assembly 2, a seat assembly 3, a center console assembly 4, a roof assembly 5, a front bulkhead assembly 6, and a door assembly 7. These assemblies work together to form a testing platform and can be combined as needed to meet verification requirements.

[0025] Structurally, the base assembly 1 provides the foundation support for the entire test system, bearing the weight of each assembly and ensuring overall structural stability. The floor assembly 2 adopts a flat structure and is installed on the upper surface of the base assembly 1. The floor assembly 2 has clearance holes 26 to provide clearance space for the installation of the seat assembly 3. The seat assembly 3 can be selectively installed on the upper part of the base assembly 1 through these clearance holes 26, allowing for flexible installation or removal according to verification needs. The armrest box assembly 4 can be selectively located on one side of the base assembly 1 in the lateral (Y-direction) direction, and its installation position can be adjusted according to the simulated vehicle model (left-hand drive or right-hand drive). The roof assembly 5 can be selectively installed on the upper part of the base assembly 1 and is connected to both sides of the base assembly 1 in the lateral direction via a roof position adjustment bracket 54, ensuring the installation stability of the roof assembly 5. The front bulkhead assembly 6 is installed at the front end of the floor assembly 2 in the longitudinal (X-direction) direction, simulating the front structure of a real vehicle. The door assembly 7 can be selectively located on one side of the base assembly 1, and its installation position can be adjusted according to the simulated vehicle model (left-hand drive or right-hand drive). It is also longitudinally connected to the front bulkhead assembly 6 and the roof assembly 5, replicating the fit between the door and the front and top structures of the real vehicle.

[0026] As can be seen, the base assembly 1 of the vehicle ergonomics testing system of this application provides basic support for the entire testing system, ensuring the stability of the overall structure. The floor assembly 2 serves as the foot surface for occupants, simulating the floor environment of a real vehicle. The seat assembly 3, after being installed through the clearance holes 26, can simulate the installation position and usage status of a real vehicle seat. The armrest box assembly 4, roof assembly 5, and door assembly 7 all adopt selectable installation methods, allowing for flexible installation, removal, or adjustment of positions according to verification requirements. The front bulkhead assembly 6 is fixed to the front end of the floor assembly 2, simulating the installation reference of the dashboard area of ​​a real vehicle. The above assemblies cooperate with each other to completely reproduce the interior layout of a real vehicle, providing testers with a realistic experience scenario. This technical solution realizes the modular layout of each core assembly of the testing system, and each assembly can be flexibly disassembled and combined to adapt to the needs of different vehicle models and different verification scenarios.

[0027] like Figure 2 As shown, the base assembly 1 serves as the foundation of the entire test system. Structurally, the base assembly 1 includes a frame-like base skeleton 11, casters 12, and side movable supports 13. The base skeleton 11 is constructed from longitudinal and transverse beams and other profiles, providing sufficient structural strength and an installation platform for the entire system. Four casters 12 are installed on the bottom surface of the base skeleton 11, evenly distributed at the four corners. Two side movable supports 13 are installed at the two transverse ends of the base skeleton 11, extending longitudinally. The side movable supports 13 utilize a hole-position adjustment method on the transverse side of the base skeleton 11, meaning that the base skeleton 11 has multiple holes on its transverse side. As needed, the side movable supports 13 can be positioned at the corresponding holes to achieve lateral position adjustment.

[0028] The frame structure of the base frame 11 effectively distributes the weight of each assembly, ensuring the structural stability of the test system during use, while providing installation positions for each assembly. The frame-like base frame 11 balances structural strength and lightweight requirements, employing a profile splicing method for easy processing and assembly, reducing manufacturing costs. The universal wheels 12 at the bottom allow for flexible movement of the entire test system, facilitating switching between test scenarios and equipment transport without the need for external lifting equipment, thus improving operational convenience. The side-mounted movable bracket 13 connects the roof assembly 5 and the door assembly 7. Its lateral position is adjustable; by adjusting the mounting holes of the side-mounted movable bracket 13 on the base frame 11, its lateral spacing can be changed to adapt to the interior width of different vehicle models, meeting the human-machine verification requirements of different models. This allows the base assembly 1 to be adapted to vehicle models of different widths for verification, broadening the applicability of the test system. It eliminates the need to manufacture separate bases for different vehicle models, further reducing R&D and testing costs, and providing a basis for subsequent position adjustments of the roof assembly 5 and door assembly 7.

[0029] In one embodiment, see Figures 1 to 3 A first lifter 15 is provided between the base frame 11 of the base assembly 1 and the floor assembly 2 to adjust the height of the floor assembly 2. Simultaneously, multiple sets of first guide posts 23 and first guide post holes 14 are also provided between the base frame 11 and the floor assembly 2, with each first guide post 23 and first guide post hole 14 corresponding to each other to achieve a guiding function.

[0030] The first lift 15 is hydraulically driven to extend and retract, thereby moving the floor assembly 2 up and down in the vertical direction (Z-axis). The first lift 15 allows for flexible adjustment of the floor assembly 2's ground clearance, simulating the floor height of different vehicle models, thus verifying the convenience of occupants getting in and out at different ground clearances and meeting diverse verification needs. The cooperation of multiple sets of first guide pillars 23 and first guide pillar holes 14 guides and limits the lifting and lowering movement of the floor assembly 2, preventing deviation and swaying during lifting and lowering, ensuring the smoothness and accuracy of the lifting and lowering movement, and ensuring the stability of the adjusted position of the floor assembly 2, providing a stable testing environment for personnel. This structure is simple in design, highly reliable, and easy to adjust, requiring no complex operating procedures, allowing for rapid height adjustment of the floor assembly 2 and improving testing efficiency.

[0031] Let's look again. Figure 3 The floor assembly 2 includes a frame-like floor skeleton 22, a perforated floor 21 covered on the floor skeleton 22, a footrest 24 and an accelerator pedal 25 disposed on the perforated floor 21.

[0032] The frame-like floor skeleton 22, while ensuring overall support strength and rigidity, effectively reduces weight compared to a solid plate structure, facilitating the overall movement and adjustment of the test bench, and also reducing material costs. The perforated floor 21 is densely covered with mounting holes, allowing the footrest 24 and accelerator pedal 25 to be finely adjusted in a wide range of forward / backward and left / right positions according to the design parameters of different vehicle models, without requiring secondary processing of the floor itself, greatly improving the versatility and adaptability of the floor assembly 2. Clearance holes 26 are provided on the perforated floor 21. The footrest 24 is used to simulate the usage state of a real vehicle's footrest. Testers can place their feet on it and adjust its installation position on the perforated floor 21 to simulate the forward / backward and left / right positions of different vehicle models' footrests. The adjustment principle of the accelerator pedal 25 is the same as that of the adjustable footrest 24. By adjusting its position, it simulates the installation state of the accelerator pedal in different vehicle models. Testers can simulate the action of pressing the accelerator pedal to verify the comfort and convenience of the accelerator pedal operation under different conditions.

[0033] The angles between the footrest 24 and the perforated floor 21, as well as the angles between the accelerator pedal 25 and the perforated floor 21, are adjustable. This angle adjustment can be achieved using elongated arc-shaped holes. For example, a floor mounting plate 29 is provided on the perforated floor 21, and adjustment mounting plates 27 are installed on the side of the footrest 24 and the accelerator pedal 25 facing away from the footrest. The number and position of the adjustment mounting plates 27 and the floor mounting plates 29 are matched. The adjustment mounting plates 27 are provided with floor adjustment arc-shaped holes 28. Fasteners can pass through the floor adjustment arc-shaped holes 28 and the corresponding floor mounting plates 29 to fix the footrest 24 and the accelerator pedal 25 to their respective matching floor mounting plates 29.

[0034] The installation of the footrest 24 and accelerator pedal 25 on the perforated floor 21 comprehensively covers the pedal layout and angle design of different vehicle models, meeting diverse verification needs, ensuring the authenticity and accuracy of verification results, providing reliable test data for the optimized design of the accelerator pedal and footrest, and improving vehicle driving comfort. The use of the perforated floor 21 with bolt connections allows for convenient adjustment, enabling quick position adjustments, and ensuring a secure fixation without loosening.

[0035] In one embodiment, such as Figure 4 As shown, the seat assembly 3 includes a seat mounting perforated plate 33, a guide structure (a structure in which the second guide post 31 and the second guide post hole 35 mate), a second lifter 32, and a seat mounting bracket 34. The second guide post 31 and the second guide post hole 35 mate to guide the height adjustment of the seat mounting perforated plate 33. The second lifter 32 is connected between the base frame 11 and the seat mounting perforated plate 33 and is used to drive the seat mounting perforated plate 33 to rise and fall. The seat mounting bracket 34 is mounted on the upper surface of the seat mounting perforated plate 33, for example, by bolts, and can be adjusted laterally on the seat mounting perforated plate 33 to change its mounting position.

[0036] A base support plate 36 is provided at the lower end of the second guide post 31 and the second guide post hole 35 to form a modular whole for the seat assembly 3. It is easy to understand that, depending on the location, the base support plate 36 can be one or multiple pieces. After installation, the base support plate 36 can be attached to the base frame 11 by means of bolts or other methods.

[0037] The second lifter 32 is hydraulically driven to extend and retract, causing the seat mounting perforated plate 33 to move up and down along the direction of the second guide post 31, thereby adjusting the height of the seat mounting bracket 34 to simulate the ground clearance of seats in different vehicle models. The second guide post 31 cooperates with the second guide post hole 35 to provide guidance and limit for the lifting and lowering movement of the seat mounting perforated plate 33, preventing it from shifting or wobbling. The seat mounting bracket 34 is used to install different models of seats. By adjusting its lateral mounting hole position on the seat mounting perforated plate 33, the lateral position of the seat can be changed to simulate the lateral layout of seats in different vehicle models, adapting to the sitting posture requirements of testers of different body types. Integrating the base support plate 36, the structure of the second guide post 31 and the second guide post hole 35, the second lifter 32, and the seat mounting perforated plate 33 into one unit makes the seat assembly 3 an independent module, greatly improving the ease of assembly and disassembly. The entire seat module can be quickly installed onto or removed from the base assembly 1, reducing test preparation and adjustment time and improving test efficiency. The seat assembly 3 eliminates the need for a separate seat mounting structure, reducing testing costs and increasing testing flexibility.

[0038] Let's look again. Figure 5 The armrest box assembly 4 includes an armrest box frame 41, an armrest box perforated plate 43, and an armrest box position adjustment bracket 42. The armrest box perforated plate 43 is fixedly installed on the armrest box frame 41 and is used to install 3D printed parts such as armrests, cup holders, and storage boxes. The armrest box position adjustment bracket 42 is vertically slidably connected to the armrest box frame 41 and can move up and down along the armrest box frame 41. At the same time, the armrest box position adjustment bracket 42 is longitudinally slidably connected to the side wall moving bracket 13 of the base assembly 1 and can move back and forth along the side wall moving bracket 13.

[0039] The armrest box frame 41 is the core support structure of the armrest box assembly 4, bearing the weight of the perforated plate 43 and the 3D printed parts mounted on it. The perforated design on the armrest box plate 43 allows for the flexible installation of different 3D printed operating components according to verification needs, simulating the layout of the armrest box area in a real vehicle. The vertical sliding connection between the armrest box position adjustment bracket 42 and the armrest box frame 41 enables vertical height adjustment of the entire armrest box assembly 4. The longitudinal sliding connection between the armrest box position adjustment bracket 42 and the side wall moving bracket 13 enables front-rear position adjustment of the entire armrest box assembly 4. Combined with the lateral position adjustment of the side wall moving bracket 13, the armrest box assembly 4 can be adjusted in multiple dimensions, accurately simulating the installation position of armrest boxes in different vehicle models and verifying the ease of use of the operating components in different positions.

[0040] In one embodiment, such as Figure 6As shown, the roof assembly 5 includes a roof frame 51, a roof position adjustment bracket 54, and an A-pillar connection bracket 53. The roof frame 51 has a frame-like structure and is used to install 3D printed parts such as the roof, sun visor, and interior rearview mirror. The roof position adjustment bracket 54 has a door-like structure, with its upper beam connected to the roof frame 51 in a longitudinal sliding manner, allowing it to move back and forth along the roof frame 51. Simultaneously, the upper beam of the roof position adjustment bracket 54 can be slidably connected to the roof frame 51 in the lateral direction. The lower vertical beam of the roof position adjustment bracket 54 is connected to the side wall moving bracket 13 of the base assembly 1 and can be adjusted in both vertical and longitudinal directions relative to the side wall moving bracket 13. One end of the A-pillar connection bracket 53 is connected to the roof frame 51 via an A-pillar adjustment bracket 52. The A-pillar adjustment frame 52 and the roof frame 51 are connected in a longitudinally adjustable manner and in a laterally adjustable manner. That is, the A-pillar adjustment frame 52 can move relative to the roof frame 51 both longitudinally and laterally.

[0041] The roof frame 51 provides the basic support for the roof assembly 5. The 3D-printed roof parts mounted on it can simulate the headroom of a real vehicle's roof, while the 3D-printed sun visors, interior rearview mirrors, and other components can simulate the layout of the roof's operating components. The roof position adjustment bracket 54 has a longitudinal sliding design at its upper end, allowing adjustment of the roof frame 51's fore-and-aft position; its lateral sliding design at the upper end allows adjustment of the roof frame 51's left-and-right position. The vertical and longitudinal adjustments of the lower end of the roof position adjustment bracket 54 relative to the side panel moving bracket 13 can adjust the height and fore-and-aft position of the roof frame 51, thus simulating the roof height and fore-and-aft layout of different vehicle models. The A-pillar connecting bracket 53 is used to install the A-pillar 3D-printed parts. By adjusting the longitudinal and lateral positions of the A-pillar adjusting frame 52 and the roof frame 51, the fore-and-aft and left-and-right positions of the A-pillar connecting bracket 53 can be changed. Combined with angle adjustments, this simulates the installation position and angle of the A-pillar in different vehicle models, verifying the A-pillar's obstruction of vision.

[0042] The frame structure of the aforementioned roof frame 51 balances structural strength and lightweight requirements, allowing for flexible installation of various 3D-printed roof components to adapt to the roof layout verification of different vehicle models. The multi-dimensional adjustment design of the roof position adjustment bracket 54 can accurately simulate the roof height and front-rear layout of different vehicle models, verifying the rationality of headroom. The design of the A-pillar connecting bracket 53 and the A-pillar adjustment frame 52 allows for flexible adjustment of the A-pillar position and angle, accurately verifying the A-pillar's obstruction of vision and providing reliable data for A-pillar optimization design. The entire roof assembly 5 can be independently disassembled and adjusted flexibly, improving the adaptability and efficiency of the testing system.

[0043] In one embodiment, see again Figure 7The front assembly 6 includes a front frame 61, a perforated plate for instrument panel mounting 62, a front adjustment bracket 63, a steering column 64, and a steering column adjustment bracket 65.

[0044] The front frame 61 is the core support structure of the front assembly 6, bearing the weight of the perforated plate 62 mounted on the instrument panel and the 3D printed parts, steering column 64, and other components mounted on it. The front frame 61 itself is composed of beams spliced ​​together.

[0045] The perforated mounting plate 62 for the dashboard is a plate-shaped structural component with multiple sets of mounting holes. After installation, the perforated mounting plate 62 is laid flat on top of the front frame 61 and used to install 3D printed parts such as the dashboard and display screen. The perforated design on the perforated mounting plate 62 allows for flexible installation of different 3D printed parts such as dashboards and displays, simulating the layout of the front dashboard area of ​​a real vehicle.

[0046] The steering column 64 is connected to the front frame 61 via a steering column adjustment bracket 65. The steering column adjustment bracket 65 is used to move the steering column 64 relative to the front frame 61 in the longitudinal, vertical, and rotational directions. This simulates the installation position and angle of the steering column in different vehicle models, adapting to the operating needs of testers of different body types. It is evident that the multi-dimensional adjustment design of the steering column 64 can accurately simulate the installation state of the steering column in different vehicle models, verifying the comfort and convenience of steering wheel operation under different seating positions.

[0047] A front fascia adjustment bracket 63 is installed between the front fascia frame 61 and the floor assembly 2 to adjust the height of the front fascia frame 61. The front fascia adjustment bracket 63 can adjust the height of the front fascia frame 61, thereby adjusting the height of the perforated plate 62 mounted on the dashboard to simulate the height of dashboards in different vehicle models. The front fascia adjustment bracket 63 itself is in the shape of a bent plate, with one side connected to the floor assembly 2 and the other side connected to the front fascia frame 61, and a vertical sliding connection to the front fascia frame 61 is achieved through a structure such as an elongated perforation.

[0048] The aforementioned front assembly 6 is compact, flexible in adjustment, and can be disassembled and installed independently, facilitating separate verification of the front area and providing reliable data for the optimized design of the instrument panel and steering column.

[0049] An adjustable brake pedal 66 is also provided on the front frame 61. The adjustable brake pedal 66 can move and rotate in six dimensions (up and down, forward and backward, left and right) by adjusting the mounting position of its own bracket, simulating the comfort of the pedal in different states and the coordination with other pedals.

[0050] like Figure 10As shown, the steering column adjustment bracket 65 includes a first adjustment member 651, a second adjustment member 652, and a third adjustment member 653. The first adjustment member 651 is longitudinally slidingly connected to the front frame 61 and can move back and forth along the front frame 61. For example, the first adjustment member 651 is constructed as a bent plate, with one plate extending towards the front frame 61 and having a longitudinally spaced elongated hole. A fixing bolt passes through this elongated hole and the front frame 61 to mount the first adjustment member 651 onto the front frame 61. The elongated hole ensures that the first adjustment member 651 is longitudinally adjustable relative to the front frame 61. The second adjustment member 652 is vertically slidingly connected to the first adjustment member 651, meaning that the second adjustment member 652 can move up and down along the first adjustment member 651. Its up and down movement can be achieved using an elongated hole-type fit. The second adjustment member 652 is generally a plate-like structure, which is attached to the plate on the other side of the first adjustment member 651. The second adjusting member 652 is provided with two first adjusting ears 654 that are laterally opposite to each other. The third adjusting member 653 is used to fix the steering column 64. The third adjusting member 653 is provided with two second adjusting ears 655 that are laterally opposite to each other. The second adjusting ears 655 are distributed one-to-one with the first adjusting ears 654. One of the adjusting ears in one set is provided with an arc-shaped elongated hole 656, and the other adjusting ear is provided with a fixing hole 657. The fixing and the rotation direction can be adjusted by bolts passing through the arc-shaped elongated hole 656 and the fixing hole 657.

[0051] The longitudinal sliding of the first adjusting member 651 with the front frame 61 can drive the entire steering column adjusting bracket 65 and steering column 64 to move longitudinally, adjusting the front and rear position of the steering column 64. The vertical sliding of the second adjusting member 652 with the first adjusting member 651 can drive the steering column 64 to move vertically, adjusting the height of the steering column 64. The second adjusting ear 655 on the third adjusting member 653 cooperates with the first adjusting ear 654 on the second adjusting member 652, and is fixed by bolts passing through the arc-shaped elongated hole 656 and the fixing hole 657. After loosening the bolts, the third adjusting member 653 can be rotated, and the rotation angle of the steering column 64 can be adjusted by using the guiding effect of the arc-shaped elongated hole. After the adjustment is completed, tightening the bolts can fix the position, thereby realizing multi-dimensional adjustment of the steering column 64 in the longitudinal, vertical and rotational directions. As can be seen, the steering column adjustment bracket 65 achieves multi-dimensional precise adjustment of the steering column 64 through a three-level adjustment structure, which can fully cover the installation position and angle requirements of the steering column of different models and verify the operating comfort of the steering wheel under different sitting positions.

[0052] The connection between the adjustable brake pedal 66 and the front frame 61 can be made with reference to the connection structure between the steering column 64 and the front frame 61, which is foreseeable by those skilled in the art and will not be described in detail here.

[0053] like Figure 8As shown, the door assembly 7 includes a pillar frame 71, an adjustable hinge 74, a perforated door panel 75, and an adjustable door lock 76. The pillar frame 71 is connected to the side sliding bracket 13 of the base assembly 1 and adopts a longitudinal sliding design, allowing it to move back and forth along the side sliding bracket 13. Simultaneously, the pillar frame 71 can slide vertically relative to the side braking bracket 13. One end of the adjustable hinge 74 is vertically slidably mounted on the pillar frame 71, and the other end is used to connect to the perforated door panel 75. The perforated door panel 75 is connected to the adjustable hinge 74 and can rotate around the adjustable hinge 74 to realize the opening and closing action of the door. The adjustable door lock 76 is mounted on the perforated door panel 75 and cooperates with the front assembly 6 or the roof frame 51 to realize the locking and unlocking of the door.

[0054] In addition, an A-pillar adjustment bracket 73 is provided on the column frame 71. This A-pillar adjustment bracket 73 is interactively connected to the uppermost beam of the column frame 71. Simultaneously, this A-pillar adjustment bracket 73 is used to connect with the A-pillar connecting bracket 53. By adjusting the positions of the A-pillar adjustment frame 52 and the A-pillar adjustment bracket 73, different angles and positions of the A-pillar connecting bracket 53 can be achieved.

[0055] The column frame 71 serves as the support structure for the door assembly 7. Through the longitudinal and vertical sliding connection between the column position adjustment bracket 72 and the side panel moving bracket 13, the front-to-back and height positions of the column frame 71 can be adjusted, thereby adjusting the front-to-back and height positions of the perforated door panel 75. The adjustable hinge 74 can adjust its own installation angle and position, thereby adjusting the installation angle and opening / closing angle of the perforated door panel 75, simulating the opening and closing states of doors in different vehicle models. 3D-printed parts for door switches, buttons, and other operating components can be installed on the perforated door panel 75, simulating the operating layout of a real vehicle door. The adjustable door lock 76 can adjust its own installation position to precisely cooperate with the front panel assembly 6 or the roof assembly 5, achieving door locking and unlocking, simulating the opening and closing feel of a real vehicle door. The door assembly 7 can be independently disassembled and installed, and can be interchanged between left and right sides through adjustment, meeting the verification needs of left-hand drive and right-hand drive vehicles, further broadening the applicability of the testing system and improving testing flexibility.

[0056] In this application, the longitudinal and vertical sliding connection between the armrest box frame 41 and the side wall movable support 13 can be achieved by means of... Figure 11The connection is as shown. Specifically, as shown in the cross-section of the lowest beam of the armrest box frame 41, each splicing beam of the armrest box frame 41 and the side wall moving bracket 13 are constructed as a cross-ribbed four-slot profile. The armrest box position adjustment bracket 42 is constructed as a bent plate, with one side fitting against the beam of the armrest box frame 41 and the other side fitting against the side wall moving bracket 13. During installation, the bolt head of the guide bolt extends into the guide slot of the cross-ribbed four-slot profile, and the bolt body passes through the connecting hole on the armrest box position adjustment bracket 42 and connects with the nut, thereby connecting the beam of the armrest box frame 41 and the side wall moving bracket 13. The adjusting bolt can drive the armrest box position adjustment bracket 42 to slide along the guide slot of the side wall moving bracket 13, thereby making the longitudinal position of the armrest box frame 41 adjustable. At the same time, the adjusting bolt can slide under the guidance of the guide slot of the vertical beam of the armrest box frame 41, thereby making the height of the armrest box frame 41 adjustable. It is easy to understand that other structures requiring longitudinal, lateral, or vertical sliding can also be configured similarly. For example, in the roof assembly 5, the beams of the roof frame 51 and the roof position adjustment bracket 54 are all cross-ribbed four-groove profiles, and the connection can also be made using a structure similar to the armrest box position adjustment bracket 42, thereby achieving multi-directional relative sliding. As another example, the pillar position adjustment bracket 72 is similar in structure to the armrest box position adjustment bracket 42, enabling the pillar frame 71 and the side wall moving bracket 13 to slide in the longitudinal and vertical directions. The remaining parts can also be configured similarly to the above structures to achieve sliding connections in the design direction, which is foreseeable to those skilled in the art and will not be elaborated further. The armrest box assembly 4, roof assembly 5, front wall assembly 6, and door assembly 7 of the vehicle ergonomics testing system can all be independently disassembled and installed. For local verification needs, only the corresponding assembly can be installed, achieving rapid and convenient verification. By installing 3D-printed parts for different riding environments, the ergonomic experience of different positions in the vehicle can be simulated. Meanwhile, after the assembly is disassembled, it can provide an installation interface for subsequent new verification needs, and different installation requirements can be met by building frames of different shapes. The armrest box assembly 4 and the door assembly 7 can be partially adjusted to achieve left and right interchangeable installation, meeting the verification requirements of the driver's seat and passenger seat or different door positions with left and right steering wheels.

[0057] Multiple versatile ergonomic testing flexible test benches can be used in combination. For example, refer to... Figure 9 Two flexible test benches used side-by-side can simulate the operation and space of the driver and passenger seats, simulating and verifying the human-machine interface experience for two people. The front and rear test benches can be used to simulate and verify the human-machine interface experience for both front and rear passengers. Different combinations of test benches can achieve a complete vehicle spatial experience, further improving the practicality and adaptability of the testing system.

[0058] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and / or modifications falling within the scope of the invention, and all changes and / or modifications made according to embodiments of the invention should be covered within the protection scope of the invention.

Claims

1. A vehicle ergonomics testing system, characterized in that, include: Base assembly, A floor assembly, which is laid flat on top of the base assembly, is provided with clearance holes. A seat assembly, which is selectively mounted on the upper end of the base assembly via the clearance hole. An armrest box assembly, which can be optionally disposed on one side of the base assembly in a transverse direction. A top cover assembly, which can be selectively disposed on the upper end of the base assembly and connected to both lateral sides of the base assembly via a top cover position adjustment bracket. A front bulkhead assembly, the front bulkhead assembly being disposed at the longitudinal front end of the floor assembly. A door assembly, which may be located on one side of the base assembly laterally and longitudinally connects the front bulkhead assembly and the roof assembly.

2. The vehicle ergonomics testing system according to claim 1, characterized in that, The base assembly includes a frame-shaped base skeleton, casters disposed on the bottom end surface of the base skeleton, and side movable brackets respectively disposed at both lateral ends of the base skeleton. The length of the side movable brackets extends along the longitudinal direction, and the position of the side movable brackets in the lateral direction of the base skeleton is adjustable.

3. The vehicle ergonomics testing system according to claim 2, characterized in that, A first lifter is provided between the base frame and the floor assembly, and multiple sets of first guide posts and first guide post hole mating structures are provided.

4. The vehicle ergonomics testing system according to any one of claims 1 to 3, characterized in that, The floor assembly includes: Floor frame, A perforated floor fixed to the floor frame, with clearance holes opened on the perforated floor, a footrest and an accelerator pedal provided on the perforated floor, both the footrest and the accelerator pedal being adjustable in position on the perforated floor, and the angle formed between the footrest and the accelerator pedal and the top surface of the perforated floor being adjustable.

5. The vehicle ergonomics testing system according to claim 2, characterized in that, The seat assembly includes a seat mounting perforated plate, a second guide post and a second guide post hole mating structure for connecting the base frame and the seat mounting perforated plate, a second lifter for connecting the base frame and the seat mounting perforated plate, and a seat mounting bracket disposed on the upper surface of the seat mounting perforated plate, the seat mounting bracket being adjustable in the lateral direction of the seat mounting perforated plate.

6. The vehicle ergonomics testing system according to claim 2, characterized in that, The armrest box assembly includes: Armrest box frame, The perforated plate of the armrest box is installed on the armrest box frame. An armrest box position adjustment bracket is slidably connected vertically to the armrest box frame, and the armrest box position adjustment bracket is used to be longitudinally slidably connected to the side wall moving bracket.

7. The vehicle ergonomics testing system according to claim 2, characterized in that, The top cover assembly includes: Top cover frame, A door-shaped top cover position adjustment bracket, the upper end of which is longitudinally slidably connected to the top cover frame, and the lower end of which is connected to the side wall moving bracket and is adjustable in both the vertical and longitudinal directions relative to the side wall moving bracket. The A-pillar connecting bracket has one end connected to the top cover frame via an A-pillar adjusting frame, and the A-pillar adjusting frame is longitudinally adjustable to the top cover frame.

8. The vehicle ergonomics testing system according to any one of claims 1 to 7, characterized in that, The front assembly includes: Front frame, A perforated plate is installed on the dashboard at the top of the front bulkhead frame in a flat configuration. Steering column, A steering column adjusting bracket is disposed between the steering column and the front bulkhead frame. The steering column adjusting bracket is used to drive the steering column to move relative to the front bulkhead frame in the longitudinal direction, vertical direction, and rotational direction. A front fascia adjustment bracket is disposed between the front fascia frame and the floor assembly.

9. The vehicle ergonomics testing system according to claim 8, characterized in that, The steering column adjusting bracket includes: The first adjusting component is longitudinally slidingly connected to the front frame. The second adjusting member is vertically slidably connected to the first adjusting member, and has two first adjusting ears arranged laterally opposite to each other. The third adjusting component is used to fix the steering column, and two second adjusting ears are provided on the third adjusting component in a laterally opposite manner. The second adjusting ears are distributed in a one-to-one correspondence with the first adjusting ears. An arc-shaped elongated hole is provided on one of the second adjusting ears and the first adjusting ear in each group, and a fixing hole is provided on the other.

10. The vehicle ergonomics testing system according to claim 7, characterized in that, The door assembly includes: The column frame is longitudinally slidably mounted on the side movable bracket. Adjustable hinges are provided on the column frame. The perforated door panel connected to the adjustable hinge, An adjustable door lock connected to the perforated door panel, The upper end of the column frame is connected to the other end of the A-column connecting bracket.

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