Virtual game device for simulating a car crash and method of simulating a car crash

Abstract

The application discloses a virtual game device for racing car collision simulation and a simulation method thereof, and belongs to the field of virtual game devices. The device comprises a base and a control system. A plurality of swing columns driven by swing motors are arranged on the base. Swing frames are movably connected to the end of the swing columns. A display screen, a main shell and a seat are arranged on the swing frames. A sleeve is arranged on the main shell. A gear shifting tab is arranged on the outer wall of the sleeve. A steering failure simulation device is arranged in the sleeve. When the rotating sleeve is locked by the brake assembly, the limiting key synchronously limits the rotation of the spline shaft, realizing the steering wheel jamming failure simulation. The feedback motor and the lifting seat are used in cooperation, realizing the continuous simulation of the loose feeling of the steering wheel after the collapse and the periodic torque fluctuation of the steering wheel after the suspension deformation, and solving the problems that the existing simulator cannot simulate the mechanical pathological state of the steering system after the collision and cannot continuously provide the steering force feeling matched with the damage state.

Description

Technical Field

[0001] This invention relates to the field of virtual game equipment technology, and in particular to a virtual game equipment for simulating racing collisions and its simulation method. Background Technology

[0002] Racing simulators are virtual gaming devices that simulate the driving experience of racing cars. They typically consist of a motion platform, display system, seat, and control mechanisms such as steering wheel and pedals. Existing racing simulators use a swing strut to drive the entire cockpit to tilt or vibrate in order to simulate the impact posture during a collision. However, existing racing simulators, when simulating post-collision scenarios, can only indicate the impact of a collision through vibration or simple changes in resistance. They cannot simulate the various mechanical failures that occur in the steering system after a real collision. In actual vehicle collisions, the steering system may experience various pathological states due to the impact, such as steering column collapse leading to axial collapse of the steering wheel, steering rack deformation causing complete steering wheel lock-up, power steering system failure causing abnormal changes in steering wheel force with vehicle speed, and front suspension deformation causing periodic torque fluctuations in the steering wheel. These abnormal steering system states after a collision are an important part of the real accident experience, but currently available racing simulators cannot reproduce the aforementioned mechanical failure sensations; they can only provide a brief vibration alert at the moment of impact, after which the steering wheel returns to normal force feedback mode. The aforementioned defects in the existing technology result in insufficient immersion and realism of racing simulation equipment in collision scenarios, and users cannot experience the process of the vehicle's control system gradually or suddenly failing after a collision in the simulator. Therefore, there is an urgent need for a virtual game device and simulation method for simulating various mechanical failures of the steering wheel system after a collision. Summary of the Invention

[0003] The purpose of this invention is to solve the problems in the prior art by proposing a virtual game device and simulation method for simulating racing collisions.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A virtual game device for simulating racing collisions includes a base and a control system. The base is provided with multiple swing pillars driven by swing motors to drive a swing frame to generate multi-degree-of-freedom motion to simulate collision impact posture. The ends of the swing pillars are movably connected to the swing frame. The swing frame is provided with a display screen, a main housing, and a seat. The main housing is provided with a sleeve. The outer wall of the sleeve is provided with a shift paddle. The sleeve is provided with a steering failure simulation device to simulate the feel of various mechanical failures of the steering wheel system after a collision. A steering wheel is installed on the steering failure simulation device. The steering failure simulation device includes a rotating sleeve and a braking assembly. The outer wall of the rotating sleeve is provided with a bearing and a gear ring. A spline shaft is provided inside the rotating sleeve for transmitting the rotational torque of the feedback motor to the steering wheel and sliding freely along the axial direction within the rotating sleeve. A connecting plate is provided at the top of the spline shaft, and a lifting seat is provided at the bottom of the spline shaft. An actuation push cylinder is provided above the lifting seat, and a feedback motor is provided below the lifting seat. An angular displacement sensor is meshed with the rotating sleeve through the gear ring for acquiring the steering wheel angle signal in real time and feeding it back to the control system.

[0005] As a preferred embodiment, the rotating sleeve is provided with a limiting key that matches the spline shaft. When the braking assembly locks the rotating sleeve, it can synchronously restrict the rotation of the spline shaft, thereby simulating a steering wheel jamming fault.

[0006] As a preferred embodiment, the connecting plate has a mounting hole and a corrugated sleeve arranged sequentially from the center of the surface outward. The mounting hole is used to connect the steering wheel, and the top of the corrugated sleeve is fixedly connected to the connecting plate to extend and deform when the steering wheel is axially displaced in order to maintain the shielding and protection of the spline shaft.

[0007] As a preferred embodiment, a turntable with a matching connecting plate is rotatably mounted on the end of the sleeve, and the turntable is fixedly connected to the bottom of the pleated sleeve, so that the pleated sleeve can rotate with the steering wheel.

[0008] As a preferred embodiment, sliders are installed on both sides of the lifting seat, and rails are slidably connected to the two sliders. The rails are installed inside the main housing to guide the lifting seat to move smoothly along the steering wheel axis.

[0009] As a preferred embodiment, the feedback motor is fixed below the lifting seat and rises and falls synchronously with the lifting seat. The output shaft of the feedback motor is fixedly connected to the spline shaft and is used to output an adjustable rotational torque to the steering wheel to simulate different steering force sensations after a collision.

[0010] As a preferred embodiment, the braking assembly is located above the toothed ring in the rotating sleeve and includes two symmetrically arranged brake cylinders. The two brake cylinders are aligned with the radial outer side of the rotating sleeve. The piston rod ends of the two brake cylinders are each equipped with an arc-shaped clamping plate. Friction pads are fixed on the inner arc surface of the arc-shaped clamping plate. The two arc-shaped clamping plates move towards each other under the drive of the brake cylinders to clamp the outer wall of the rotating sleeve. The rotational freedom of the rotating sleeve is locked by friction braking, thereby selectively locking or releasing the rotating sleeve to simulate a steering wheel jamming fault.

[0011] As a preferred embodiment, two bearings are provided, respectively installed on the outer walls of the upper and lower ends of the rotating sleeve, for rotatably supporting the rotating sleeve inside the main housing, so that the rotating sleeve can rotate freely with the splined shaft and steering wheel when not locked by the braking assembly. A collision simulation method proposed for a virtual gaming device for racing car collision simulation includes the following steps: S1. The control system receives real-time collision damage data output by the physics engine and identifies the collision type and the corresponding steering system damage status: The control system built into the main unit shell obtains collision event data packets from the game simulation physics engine. The collision event data includes collision direction, peak collision force, collision duration, and connection status parameters of each steering system node after the collision. The control system determines the damage status according to the following rules: When the collision direction is frontal and the peak collision force exceeds the first threshold, it is determined to be a steering column collapse. When the collision direction is a frontal or offset collision and the degree of freedom of the steering rack node is marked as locked by the physics engine, the steering mechanism is judged to be stuck. When the power supply status of the power steering motor is marked as disconnected in the collision event data packet, it is determined that the power steering has failed. When the collision direction is a side or offset collision and the change in the kingpin caster angle parameter of the front suspension exceeds the second threshold, it is determined to be a front suspension deformation. When multiple damage states exist simultaneously, the control system selects and executes the corresponding control steps according to the preset priority. The priority from high to low is: steering mechanism jamming, steering column collapse, front suspension deformation, and power steering failure. S2. When the damage condition is steering column collapse, the following steps are executed: The control system sends a release command to the braking assembly, confirming that the piston rods of the two brake cylinders are in the retracted state, the arc-shaped clamp is out of contact with the outer wall of the rotating sleeve, and the rotating sleeve is in a free-rotating state. The control system sends a collapse displacement command to the actuation cylinder, the collapse displacement command including the target displacement amount and the displacement velocity; the target displacement amount is determined according to the peak value of the collision force through a preset mapping relationship, the larger the peak value of the collision force, the larger the target displacement amount, the maximum not exceeding the total stroke of the lifting seat; the displacement velocity is determined according to the collision duration, so that the collapse action is within the collision duration. Once completed, the piston rod of the action cylinder retracts, driving the lifting seat to move away from the steering wheel along the track. The lifting seat drives the feedback motor to move synchronously through the coupling. The feedback motor drives the spline shaft to slide downward along the limit key inside the rotating sleeve through the output shaft. The top of the spline shaft drives the steering wheel to move axially backward through the connecting plate, and the pleated sleeve is compressed accordingly. After the collapse action is completed, the control system sends a torque compensation command to the feedback motor. The feedback motor enters the torque compensation mode and outputs a compensation torque that is equal in magnitude and opposite in direction to its own toothed torque, so that the steering wheel is in a state of free rotation with zero resistance, simulating the loose feeling of the steering wheel caused by the collapse and breakage of the steering column. S3. When the damage condition is that the steering mechanism is stuck, the following steps are executed: The control system sends a locking command to the braking assembly. The piston rods of the two brake cylinders extend simultaneously, driving the two arc-shaped clamps to move towards each other. The friction pads on the inner arc surface of the arc-shaped clamps press against the outer wall of the rotating sleeve. The rotating sleeve is locked by the braking assembly. After the rotating sleeve is locked, the limit key on its inner wall synchronously restricts the rotational freedom of the spline shaft. The top of the spline shaft is rigidly connected to the steering wheel through the connecting plate. Therefore, the steering wheel is synchronously locked and cannot be rotated, simulating the effect of the steering wheel being inoperable when the steering mechanism is stuck. S4. When the damage status is power steering failure, the following steps are executed: The control system obtains the current virtual vehicle speed from the physical engine in real time. When the virtual vehicle speed is lower than the set threshold, the control system sends a high damping torque command to the feedback motor, making the steering wheel rotation resistance 3 to 5 times that of the normal mode, simulating the heavy feeling when there is no power steering at low speed. When the virtual vehicle speed is higher than the set threshold, the control system sends a low damping torque command to the feedback motor, making the steering wheel rotation resistance 0.2 to 0.5 times that of the normal mode, simulating the feeling of the steering wheel becoming lighter and the return force relatively stronger when there is no power steering at high speed due to the dominance of the kingpin caster return force. S5. When the damage state is front suspension deformation, the following steps are executed: The control system obtains the rotation angle data of the deformed wheel from the physics engine in real time. The control system generates a phase-locked sinusoidal torque signal based on the rotation angle data. The frequency of the torque signal is proportional to the rotation angular velocity of the deformed wheel, and the amplitude of the torque signal is proportional to the change in caster angle caused by the collision. The control system superimposes the phase-locked sinusoidal torque signal onto the basic force feedback torque of the feedback motor. The feedback motor drives the spline shaft to rotate. The spline shaft drives the steering wheel through the connecting plate to generate periodic return torque fluctuations. When the physics engine detects that the caster angle becomes negative, the control system superimposes an offset torque onto the phase-locked sinusoidal torque signal. The direction of the offset torque is away from the straight-line center, so that the steering wheel automatically turns away from the center position after the steering wheel is released. S6. When the damage state is reset, the control system sends a release command to the braking component, a reset command to the action push cylinder to drive the lifting seat back to the initial position, a command to the feedback motor to restore the normal force feedback mode, the pleated sleeve elastically resets, and the steering wheel returns to the operating state before the collision.

[0012] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. This invention simulates steering wheel jamming faults by setting a rotating sleeve and a spline shaft. When the braking component locks the rotating sleeve, the limit key synchronously restricts the rotation of the spline shaft, thus solving the problem that the existing simulator steering wheel can only provide normal driving force feedback and cannot simulate the mechanical pathological state of the steering system after a collision.

[0013] 2. This invention uses a feedback motor and a lifting seat in combination. The output shaft of the feedback motor and the spline shaft always maintain a fixed axial relative position during the collapse action, ensuring that the feedback motor can still output accurate rotational torque to the steering wheel during and after the collapse. This achieves continuous simulation of the loose feeling of the steering wheel after collapse and the periodic torque fluctuation of the steering wheel after suspension deformation, making up for the gap in existing simulators that cannot continuously provide steering force feel that matches the damage state after a collision. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of a virtual game device for simulating racing collisions proposed in this invention; Figure 2 This is a schematic diagram of the sleeve structure of a steering failure simulation device in a virtual game device for simulating racing collisions, as proposed in this invention. Figure 3 This is a schematic diagram of the steering failure simulation device in the extended state of a virtual game device for simulating racing collisions proposed in this invention; Figure 4 This is a schematic diagram of the bottom structure of the steering failure simulation device in the retracted state of a virtual game device for simulating racing collisions proposed in this invention. Figure 5 This is a structural assembly diagram of a steering failure simulation device in a virtual game device for simulating racing collisions, as proposed in this invention. Figure 6 This is a schematic diagram of the rotating sleeve and angular displacement sensor in a virtual game device for simulating racing collisions proposed in this invention; Figure 7 This is a cross-sectional view of the internal structure of the rotating sleeve in a virtual game device for simulating racing collisions, as proposed in this invention. Figure 8 This is a schematic diagram of the braking component in a virtual game device for simulating racing collisions, as proposed in this invention.

[0015] In the diagram: 1. Base; 2. Swing support; 3. Swing frame; 4. Main housing; 5. Sleeve; 6. Shift paddle; 7. Steering wheel; 8. Rotating sleeve; 9. Bearing; 10. Gear ring; 11. Splined shaft; 12. Connecting plate; 13. Lifting seat; 14. Action cylinder; 15. Feedback motor; 16. Angular displacement sensor; 17. Pleated sleeve; 18. Turntable; 19. Slider; 20. Track; 21. Brake cylinder; 22. Arc-shaped clamp; 23. Friction plate. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0017] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "top / bottom," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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 limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0018] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0019] Example, refer to Figures 1 to 8 A virtual game device for simulating racing collisions and its simulation method includes a base 1 and a control system. The base 1 is provided with multiple swing pillars 2 driven by swing motors to drive a swing frame 3 to generate multi-degree-of-freedom motion to simulate collision impact posture. The ends of the swing pillars 2 are movably connected to the swing frame 3. The swing frame 3 is provided with a display screen, a main unit housing 4 and a seat. The control system is built into the main unit housing 4 to receive real-time collision data from the physics engine and control the various actuators to work together. The main unit housing 4 is provided with a sleeve 5. The outer wall of the sleeve 5 is provided with a shift paddle 6. The sleeve 5 is provided with a steering failure simulation device to simulate the feel of various mechanical failures of the steering wheel 7 system after a collision. The steering failure simulation device is equipped with a steering wheel 7. The steering failure simulation device includes a rotating sleeve 8 and a braking assembly. The outer wall of the rotating sleeve 8 is provided with a bearing 9 and a gear ring 10. A spline shaft 11 is provided inside the rotating sleeve 8 to transmit the rotational torque of the feedback motor 15 to the steering wheel 7 and slide freely along the axis within the rotating sleeve 8. A connecting plate 12 is provided at the top of the spline shaft 11 to fix the steering wheel 7 and transmit the rotation and axial movement of the spline shaft 11 to the steering wheel 7. A lifting seat 13 is provided at the bottom of the spline shaft 11 to support the feedback motor 15 and transmit the driving force of the action push cylinder 14. An action push cylinder 14 is provided above the lifting seat 13 to drive the lifting seat 13 to make axial displacement along the track 20 to drive the steering wheel 7 to perform a collapse action. A feedback motor 15 is provided below the lifting seat 13 to output an adjustable rotational torque to the steering wheel 7 to simulate different steering force sensations after a collision. An angular displacement sensor 16 is meshed with the rotating sleeve 8 through the gear ring 10 to acquire the steering wheel 7's turning angle signal in real time and feed it back to the control system.

[0020] Furthermore, a limiting key matching the spline shaft 11 is provided inside the rotating sleeve 8. The limiting key is used to allow the spline shaft 11 to slide freely along the axial direction while transmitting rotational torque. When the braking assembly locks the rotating sleeve 8, it can simultaneously restrict the rotation of the spline shaft 11, thereby simulating the steering wheel 7 jamming fault. By locking the rotating sleeve 8 with a single braking assembly, the rotational freedom of the spline shaft 11 can be simultaneously restricted via the limiting key, eliminating the need to set up separate braking mechanisms on the spline shaft 11 or the main shaft of the steering wheel 7. This shared locking path design reduces the number of moving parts, making the steering fault simulation device more compact. It also reduces locking delay or play caused by multi-stage transmission clearance, ensuring the response speed and control accuracy of the steering wheel 7 jamming fault simulation. The further advantage of the above is that, by using the rotating sleeve 8 and its cooperation with the spline shaft 11, the two functions of rotational torque transmission and axial sliding can be integrated into a single kinematic pair. This allows the steering wheel 7 to receive the force feedback torque from the feedback motor 15 normally, and to move axially under the drive of the action cylinder 14 to simulate steering column collapse. At the same time, when the braking assembly locks the rotating sleeve 8, the limit key synchronously restricts the rotation of the spline shaft 11, thus simulating the steering wheel 7 jamming fault.

[0021] Furthermore, mounting holes and corrugated sleeves 17 are sequentially provided from the center of the surface of the connecting plate 12 outward. The mounting holes are used to connect the steering wheel 7. The top of the corrugated sleeve 17 is fixedly connected to the connecting plate 12. It is used to stretch and deform when the steering wheel 7 is axially displaced to maintain the shielding and protection of the spline shaft 11. The corrugated sleeve 17 is an elastic bellows structure. Its maximum compression length is greater than the maximum stroke of the lifting seat 13. It is used to ensure that the corrugated sleeve 17 will not be damaged due to excessive stretching or compression during the collapse process. Furthermore, a turntable 18 with a matching connecting disc 12 is rotatably mounted on the end of the sleeve 5. The turntable 18 is fixedly connected to the bottom of the pleated sleeve 17, so that the pleated sleeve 17 can rotate with the steering wheel 7. The turntable 18 is used to provide a rotation support base for the pleated sleeve 17, so that the bottom of the pleated sleeve 17 remains relatively fixed with the sleeve 5 and the top rotates synchronously with the connecting disc 12. Furthermore, sliders 19 are installed on both sides of the lifting seat 13, and rails 20 are slidably connected to the two sliders 19. The rails 20 are installed inside the main housing 4 to guide the lifting seat 13 to move smoothly along the axis of the steering wheel 7. Rolling elements are provided between the sliders 19 and the rails 20 to reduce sliding friction resistance. Furthermore, the feedback motor 15 is fixed below the lifting seat 13 and rises and falls synchronously with the lifting seat 13 to ensure that the axial relative position of the feedback motor 15 and the spline shaft 11 remains unchanged during the collapse action, and to maintain the stable connection between the output shaft and the spline shaft 11. The output shaft of the feedback motor 15 is fixedly connected to the spline shaft 11 to output an adjustable rotational torque to the steering wheel 7 to simulate different steering force sensations after a collision. Furthermore, the braking assembly is located above the toothed ring 10 in the rotating sleeve 8, and includes two symmetrically arranged braking cylinders 21. The two braking cylinders 21 are aligned with the radial outer side of the rotating sleeve 8. The piston rod ends of the two braking cylinders 21 are each equipped with an arc-shaped clamping plate 22. The inner arc surface of the arc-shaped clamping plate 22 is fixed with a friction plate 23 to increase the friction between the arc-shaped clamping plate 22 and the outer wall of the rotating sleeve 8 to ensure reliable locking. The two arc-shaped clamping plates 22 move towards each other under the drive of the braking cylinders 21 to clamp the outer wall of the rotating sleeve 8. The rotational freedom of the rotating sleeve 8 is locked by friction braking, thereby selectively locking or releasing the rotating sleeve 8. Furthermore, two bearings 9 are provided, respectively installed on the outer walls of the upper and lower ends of the rotating sleeve 8, to rotatably support the rotating sleeve 8 inside the main housing 4, so that the rotating sleeve 8 can rotate freely with the spline shaft 11 and the steering wheel 7 when not locked by the braking assembly. A preset gap is left between the two bearings 9 to provide installation space for the gear ring 10 and the braking assembly. When this invention is used, the racing simulation software runs on the control system inside the main unit 4. The control system calculates the vehicle's motion state and collision events in real time through the physics engine. When a virtual race car collides, the physics engine outputs a collision damage data packet containing the collision direction, peak collision force, collision duration, and connection status of each node in the steering system.

[0022] After receiving the collision damage data packet, the control system identifies the steering system damage status corresponding to the current collision according to the preset damage judgment rules. The damage status includes at least one of the following: steering column collapse, steering mechanism jamming, power steering failure, and front suspension deformation.

[0023] When the steering mechanism is determined to be stuck, the control system sends a lock command to the braking assembly. The two brake cylinders 21 drive the arc-shaped clamping plates 22 to move towards each other, and the friction plates 23 press against the outer wall of the rotating sleeve 8, locking the rotating sleeve 8. The limit key on the inner wall of the rotating sleeve 8 synchronously restricts the rotation of the spline shaft 11. The spline shaft 11 prevents the steering wheel 7 from rotating through the connecting plate 12. When the driver operates the steering wheel 7, he feels a sudden and complete locking resistance, thus experiencing the effect of the steering rack getting stuck due to deformation in a real collision, making the steering wheel 7 inoperable.

[0024] When the steering column is determined to have collapsed, the control system first confirms that the braking components are in the released state, and then sends a collapse displacement command to the actuation cylinder 14. The actuation cylinder 14 drives the lifting seat 13 to move away from the steering wheel 7 along the track 20. The lifting seat 13 drives the feedback motor 15 and the spline shaft 11 to move backward synchronously. The spline shaft 11 drives the steering wheel 7 to generate axial backward displacement through the connecting plate 12. The corrugated sleeve 17 is axially compressed between the connecting plate 12 and the turntable 18. When the driver holds the steering wheel 7, he feels the steering wheel 7 suddenly collapse away from him. After the collapse action is completed, the feedback motor 15 enters the torque compensation mode and outputs a compensation torque opposite to its own cogging torque. The steering wheel 7 is in a state of free rotation with zero resistance. When the driver continues to turn the steering wheel 7, he feels a completely loose feeling with no active resistance, thus experiencing the loose feeling of the steering wheel 7 formed by the collapse and breakage of the steering column in a real collision.

[0025] When power steering failure is detected, both the braking components and the actuation cylinder 14 remain in their initial states, and the feedback motor 15 adjusts its output damping torque according to the current virtual vehicle speed. When the virtual vehicle speed is below a set threshold, the feedback motor 15 outputs high damping torque, and the driver feels a significant increase in resistance when turning the steering wheel 7, simulating the heaviness felt at low speeds without power steering. When the virtual vehicle speed is above the set threshold, the feedback motor 15 outputs low damping torque, and the driver feels the steering wheel 7 become lighter, simulating the change in steering wheel force caused by the dominance of kingpin caster return force at high speeds.

[0026] When the front suspension is determined to be deformed, the braking components and the action cylinder 14 remain in their initial state. The feedback motor 15 obtains the rotation angle data of the deformed wheel from the physical engine in real time, generates a sinusoidal torque signal phase-locked with the wheel rotation angle and superimposes it on the basic force feedback torque. When the driver holds the steering wheel 7, he feels the periodic torque fluctuation synchronized with the wheel speed, thus experiencing the periodic grabbing phenomenon of the steering wheel 7 caused by the suspension deformation in a real collision.

[0027] Throughout the operation, the angular displacement sensor 16 acquires the steering angle signal of the steering wheel 7 in real time through the gear ring 10 and feeds it back to the control system. The control system continuously adjusts the output torque of the feedback motor 15 based on the steering angle signal and the current damage state, forming a closed-loop control to ensure that the simulated feel matches the virtual collision damage state in real time. After one round of collision simulation ends, the control system sends a reset command to the action push cylinder 14, the lifting seat 13 returns to its initial position, the pleated sleeve 17 elastically resets, the braking component releases the rotating sleeve 8, the feedback motor 15 resumes normal force feedback mode, and the steering wheel 7 returns to its pre-collision operating state.

[0028] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A virtual game device for simulating racing collisions, comprising a base (1) and a control system, characterized in that, The base (1) is provided with multiple swing pillars (2) driven by swing motors to drive the swing frame (3) to generate multi-degree-of-freedom motion to simulate the collision impact posture. The swing frame (3) is movably connected to the end of the swing pillar (2). The swing frame (3) is provided with a display screen, a main housing (4) and a seat. The main housing (4) is provided with a sleeve (5). The outer wall of the sleeve (5) is provided with a shift paddle (6). The sleeve (5) is provided with a steering fault simulation device to simulate the feel of various mechanical faults in the steering wheel (7) system after a collision. The steering fault simulation device is equipped with a steering wheel (7). The steering failure simulation device includes a rotating sleeve (8) and a braking assembly. The outer wall of the rotating sleeve (8) is provided with a bearing (9) and a gear ring (10). The rotating sleeve (8) is provided with a spline shaft (11) for transmitting the rotational torque of the feedback motor (15) to the steering wheel (7) and sliding freely along the axial direction within the rotating sleeve (8). The top of the spline shaft (11) is provided with a connecting plate (12), and the bottom of the spline shaft (11) is provided with a lifting seat (13). The lifting seat (13) is provided with an action push cylinder (14) above it and a feedback motor (15) below it. The rotating sleeve (8) is connected to an angular displacement sensor (16) through the gear ring (10) for acquiring the steering wheel (7) angle signal in real time and feeding it back to the control system.

2. The virtual game device for simulating racing collisions according to claim 1, characterized in that, The rotating sleeve (8) is equipped with a limit key that matches the spline shaft (11). When the braking assembly locks the rotating sleeve (8), it can synchronously limit the rotation of the spline shaft (11), thereby simulating the steering wheel (7) jamming fault.

3. The virtual game device for simulating racing collisions according to claim 1, characterized in that, The connecting disc (12) has a mounting hole and a corrugated sleeve (17) arranged sequentially from the center of the surface outward. The mounting hole is used to connect the steering wheel (7). The top of the corrugated sleeve (17) is fixedly connected to the connecting disc (12) and is used to stretch and deform when the steering wheel (7) is axially displaced to maintain the shielding and protection of the spline shaft (11).

4. The virtual game device for simulating racing collisions according to claim 1, characterized in that, The sleeve (5) has a turntable (18) with a matching connecting disc (12) rotatably mounted at its end. The turntable (18) is fixedly connected to the bottom of the pleated sleeve (17), so that the pleated sleeve (17) can rotate with the steering wheel (7).

5. The virtual game device for simulating racing collisions according to claim 1, characterized in that, Both sides of the lifting seat (13) are equipped with sliders (19), and the two sliders (19) are slidably connected to rails (20). The rails (20) are installed inside the main housing (4) to guide the lifting seat (13) to move smoothly along the axis of the steering wheel (7).

6. The virtual game device for simulating racing collisions according to claim 1, characterized in that, The feedback motor (15) is fixed below the lifting seat (13) and rises and falls synchronously with the lifting seat (13). The output shaft of the feedback motor (15) is fixedly connected to the spline shaft (11) and is used to output an adjustable rotational torque to the steering wheel (7) to simulate different steering force after a collision.

7. A virtual game device for simulating racing collisions according to claim 1, characterized in that, The braking assembly is located above the toothed ring (10) in the rotating sleeve (8) and includes two symmetrically arranged brake cylinders (21). The two brake cylinders (21) are aligned with the radial outer side of the rotating sleeve (8). The piston rod ends of the two brake cylinders (21) are each equipped with an arc-shaped clamping plate (22). The inner arc surface of the arc-shaped clamping plate (22) is fixed with a friction plate (23). The two arc-shaped clamping plates (22) move towards each other under the drive of the brake cylinders (21) to clamp the outer wall of the rotating sleeve (8). The rotational freedom of the rotating sleeve (8) is locked by friction braking, thereby selectively locking or releasing the rotating sleeve (8) to simulate the steering wheel (7) jamming fault.

8. The virtual game device for simulating racing collisions according to claim 1, characterized in that, Two bearings (9) are provided and installed on the outer side walls of the upper and lower ends of the rotating sleeve (8) respectively. They are used to rotatably support the rotating sleeve (8) inside the main housing (4) so ​​that the rotating sleeve (8) can rotate freely with the spline shaft (11) and the steering wheel (7) when it is not locked by the braking component.

9. The collision simulation method proposed in the virtual game device for racing collision simulation according to any one of claims 1-8, characterized in that, Includes the following steps: S1. The control system receives real-time collision damage data output by the physics engine and identifies the collision type and the corresponding steering system damage status: The control system built into the main unit shell (4) obtains collision event data packets from the game simulation physics engine. The collision event data includes collision direction, peak collision force, collision duration, and connection status parameters of each steering system node after the collision. The control system determines the damage status according to the following rules: When the collision direction is frontal and the peak collision force exceeds the first threshold, it is determined to be a steering column collapse. When the collision direction is a frontal or offset collision and the degree of freedom of the steering rack node is marked as locked by the physics engine, the steering mechanism is judged to be stuck. When the power supply status of the power steering motor is marked as disconnected in the collision event data packet, it is determined that the power steering has failed. When the collision direction is a side or offset collision and the change in the kingpin caster angle parameter of the front suspension exceeds the second threshold, it is determined to be a front suspension deformation. When multiple damage states exist simultaneously, the control system selects and executes the corresponding control steps according to the preset priority. The priority from high to low is: steering mechanism jamming, steering column collapse, front suspension deformation, and power steering failure. S2. When the damage state is steering column collapse, the following steps are performed: The control system sends a release command to the braking assembly, confirming that the piston rods of the two brake push cylinders (21) are in the retracted state, the arc-shaped clamp (22) is disengaged from the outer wall of the rotating sleeve (8), the rotating sleeve (8) is in a free rotation state, the control system sends a collapse displacement command to the action push cylinder (14), the collapse displacement command includes the target displacement amount and the displacement speed; the target displacement amount is determined according to the peak value of the collision force through a preset mapping relationship, the larger the peak value of the collision force, the larger the target displacement amount, the maximum does not exceed the total stroke of the lifting seat (13); the displacement speed is determined according to the collision action duration, so that the collapse action is completed within the collision action duration, the piston rod of the action push cylinder (14) retracts, and the drive The lifting seat (13) moves away from the steering wheel (7) along the track (20). The lifting seat (13) drives the feedback motor (15) to move synchronously through the coupling. The feedback motor (15) drives the spline shaft (11) to slide down along the limit key in the rotating sleeve (8) through the output shaft. The top of the spline shaft (11) drives the steering wheel (7) to generate axial backward displacement through the connecting plate (12). The pleated sleeve (17) is compressed accordingly. After the collapse action is completed, the control system sends a torque compensation command to the feedback motor (15). The feedback motor (15) enters the torque compensation mode and outputs a compensation torque that is equal in magnitude and opposite in direction to its own toothed torque, so that the steering wheel (7) is in a state of free rotation with zero resistance, simulating the loose feeling of the steering wheel (7) formed by the collapse of the steering column. S3. When the damage state is that the steering mechanism is stuck, the following steps are performed: the control system sends a locking command to the braking assembly, the piston rods of the two brake cylinders (21) extend at the same time, driving the two arc-shaped clamps (22) to move towards each other, the friction plate (23) on the inner arc surface of the arc-shaped clamp (22) presses against the outer wall of the rotating sleeve (8), the rotating sleeve (8) is locked by the braking assembly, after the rotating sleeve (8) is locked, the limit key on its inner wall synchronously restricts the rotational freedom of the spline shaft (11), the top of the spline shaft (11) is rigidly connected to the steering wheel (7) through the connecting plate (12), the steering wheel (7) is therefore synchronously locked and cannot be rotated, simulating the effect that the steering wheel (7) cannot be operated when the steering mechanism is stuck; S4. When the damage state is power steering failure, the following steps are performed: The control system obtains the current virtual vehicle speed from the physical engine in real time. When the virtual vehicle speed is lower than the set threshold, the control system sends a high damping torque command to the feedback motor (15) to make the steering wheel (7) rotation resistance 3 to 5 times that of the normal mode, simulating the heavy feeling when there is no power steering at low speed. When the virtual vehicle speed is higher than the set threshold, the control system sends a low damping torque command to the feedback motor (15) to make the steering wheel (7) rotation resistance 0.2 to 0.5 times that of the normal mode, simulating the feeling that the steering wheel (7) becomes lighter and the return force is relatively stronger when there is no power steering at high speed due to the dominance of the kingpin tilt return force. S5. When the damage state is front suspension deformation, the following steps are performed: The control system obtains the rotation angle data of the deformed wheel from the physical engine in real time. The control system generates a phase-locked sinusoidal torque signal based on the rotation angle data. The frequency of the torque signal is proportional to the rotation angular velocity of the deformed wheel. The amplitude of the torque signal is proportional to the change in kingpin caster angle caused by the collision. The control system superimposes the phase-locked sinusoidal torque signal onto the basic force feedback torque of the feedback motor (15). The feedback motor (15) drives the spline shaft (11) to rotate. The spline shaft (11) drives the steering wheel (7) to generate periodic return torque fluctuations through the connecting plate (12). When the physical engine detects that the kingpin caster angle becomes negative, the control system superimposes an offset torque into the phase-locked sinusoidal torque signal. The direction of the offset torque is away from the straight center, so that the steering wheel (7) automatically turns away from the center position after being released. S6. When the damage state is reset, the control system sends a release command to the braking assembly, sends a reset command to the action push cylinder (14) to drive the lifting seat (13) back to the initial position, sends a command to the feedback motor (15) to restore the normal force feedback mode, the pleated sleeve (17) is elastically reset, and the steering wheel (7) is restored to the operating state before the collision.

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