Constant-speed driving test auxiliary device on rotating hub of automobile test room

Abstract

The utility model relates to the technical field of automobile test devices, and discloses a constant-speed driving test auxiliary device on a rotating hub of an automobile test room, which comprises a fine tuning mechanism, a first transverse plate and a second transverse plate which are horizontally arranged and are at least partially overlapped, and the overlapped parts of the first transverse plate and the second transverse plate are connected through a bolt; an adjusting screw rod is arranged at the position, overlapped with the second transverse plate, of the first transverse plate; the steering wheel fixing mechanism is connected to one end of the first transverse plate and comprises a first hoop and a second hoop which can enclose and clamp a steering wheel; the accelerator supporting mechanism comprises a supporting rod and a locking mechanism, the supporting rod is vertically arranged and movably connected with the second transverse plate in the vertical direction, and the supporting rod can be locked on the second transverse plate through the locking mechanism. The device is fixed on a steering wheel through the steering wheel fixing mechanism, an accelerator pedal is supported by the bottom of the supporting rod, a test vehicle obtains an approximate target vehicle speed, and then the test vehicle meets the target vehicle speed and keeps stable by adjusting the fine adjustment mechanism.

Description

Technical Field

[0001] The utility model relates to the field of automobile test devices, and more specifically to an auxiliary device for testing constant speed driving on a rotating hub in an automobile test laboratory. Background Art

[0002] With the popularity and development trend of electric vehicles, more and more electric vehicle testing work is being done. The driving range of electric vehicles is an important evaluation data for evaluating the performance of electric vehicles, among which the electric vehicle constant speed driving range test is an important parameter data for research and development verification. Taking an electric vehicle with a driving range of 400KM as a reference, the speed is 60KM / hour, and the whole process takes about 7 hours, so the test process takes a long time. The test vehicle spans multiple research and development stages, and the cruise control function has not been reflected in some stages, or the cruise control requirements cannot be met when the vehicle is fixed in the laboratory. The entire test process requires the test personnel to control the accelerator pedal with their feet to achieve a stable vehicle speed, which is extremely labor-intensive and poses safety hazards, and it cannot guarantee that the vehicle speed during the test can stably meet the test requirements. Utility Model Content

[0003] The utility model aims to provide a constant speed driving test auxiliary device on a rotating hub in an automobile test laboratory, so as to solve the problems in the above-mentioned background technology.

[0004] In order to solve the above technical problems, the utility model is implemented by adopting the following technical solutions:

[0005] An auxiliary device for testing constant speed driving on a rotating hub in an automobile test laboratory, comprising:

[0006] The fine-tuning mechanism 100 includes a first transverse plate 110, a second transverse plate 120, a connecting bolt 130 and an adjusting screw 140. The first transverse plate 110 and the second transverse plate 120 are arranged horizontally and at least partially overlapped. The overlapping parts of the first transverse plate 110 and the second transverse plate 120 are connected by the connecting bolt 130. The first transverse plate 110 is provided with a threaded through hole at a position where it overlaps with the second transverse plate 120. The adjusting screw 140 is threadedly connected in the threaded through hole.

[0007] The steering wheel fixing mechanism 200 includes a first clamp 210 and a second clamp 220, wherein the first clamp 210 is connected to one end of the first transverse plate 110, and the second clamp 220 and the first clamp 210 are combined to form a clamping sleeve that can clamp the steering wheel, and the two can be locked by a fastener;

[0008] The throttle support mechanism 300 includes a support rod 310 and a locking mechanism 320 . The support rod 310 is vertically arranged and movably connected to the second transverse plate 120 in the vertical direction. The locking mechanism 320 can lock the support rod 310 on the second transverse plate 120 .

[0009] Furthermore, the relative positions of the first transverse plate 110 and the second transverse plate 120 in the horizontal direction are adjustable.

[0010] Furthermore, rubber pads are provided on the inner surfaces of the first clamp 210 and the second clamp 220 .

[0011] Furthermore, the first clamp 210 is rotatably connected to the first transverse plate 110 and can be locked in position by a fastener.

[0012] Furthermore, one end of the first clamp 210 and the second clamp 220 are hingedly connected, and the other end is connected by a fastener.

[0013] Furthermore, the locking mechanism 320 includes an adapter 321 and a locking screw 322. The adapter 321 is rotatably connected to the second cross plate 120 and can be locked in position by a fastener. The adapter 321 is provided with a through hole for passing the support rod 310, and a locking threaded hole vertically connected to the through hole. The locking screw 322 is threadedly connected to the locking threaded hole.

[0014] Furthermore, a support plate 311 is provided at the bottom end of the support rod 310 .

[0015] Furthermore, a rubber pad is provided at the bottom of the support plate 311 .

[0016] Compared with the prior art, the beneficial effects of the utility model are:

[0017] The utility model provides an auxiliary device for testing constant speed driving on a rotating hub in an automobile test laboratory. The device is fixed on the vehicle steering wheel through a steering wheel fixing mechanism. The bottom of the support rod is supported to the accelerator pedal, so that the test vehicle can obtain an approximate target speed on the rotating hub. The support rod is fixed through a locking mechanism; then the fine-tuning mechanism is adjusted to make the test vehicle meet the test target requirements and remain stable on the rotating hub for testing. The vertical adjustment of the support rod and the fine-tuning mechanism can meet the constant speed driving test requirements of test vehicles of different models and sizes.

[0018] The utility model provides an auxiliary device for testing constant speed driving on a rotating hub in an automobile test laboratory. The relative position and angle between a first horizontal plate and a second horizontal plate are adjusted, a first clamp and the first horizontal plate are rotatably connected, and a support rod is rotatably connected to the second horizontal plate via a locking mechanism. The device can be installed on test vehicles with different relative positions of steering wheels and accelerator pedals.

[0019] The utility model provides an auxiliary device for constant speed driving test on a rotating hub in an automobile test laboratory, which completely replaces the test personnel's use of feet to control the vehicle speed, eliminates the influence of human factors on the test, and can replace the test personnel without interrupting the test in the middle of the test, avoiding the safety hazard of fatigue work, and effectively solving various drawbacks existing in traditional tests.

[0020] The utility model provides an auxiliary device for testing constant speed driving on a rotating hub in an automobile laboratory, which is also applicable to the test requirements of constant speed fuel consumption of traditional fuel vehicles, greatly improves the test efficiency, eliminates the disadvantages of human factors in the test, and ensures the test accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The utility model is further described below in conjunction with the accompanying drawings:

[0022] Figure 1 It is a front view of a vehicle test laboratory rotating hub constant speed driving test auxiliary device in one embodiment;

[0023] Figure 2 It is a front view of a vehicle laboratory rotating hub constant speed driving test auxiliary device in another embodiment;

[0024] Figure 3 It is a structural schematic diagram of a vehicle laboratory rotating hub constant speed driving test auxiliary device connected with a steering wheel and an accelerator pedal in one embodiment;

[0025] 100. fine adjustment mechanism, 110. first transverse plate, 120. second transverse plate, 130. connecting bolt, 140. adjusting screw;

[0026] 200. Steering wheel fixing mechanism, 210. First clamp, 220. Second clamp;

[0027] 300. throttle support mechanism, 310. support rod, 311. support plate, 320. locking mechanism, 321. adapter, 322. locking screw;

[0028] 400. Steering wheel;

[0029] 500. Accelerator pedal. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the utility model is described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the utility model, but not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0031] See also Figures 1 to 3 This embodiment provides a vehicle laboratory rotating hub constant speed driving test auxiliary device, including: a fine-tuning mechanism 100, a steering wheel fixing mechanism 200 and a throttle support mechanism 300.

[0032] The fine-tuning mechanism 100 includes a first transverse plate 110, a second transverse plate 120, a connecting bolt 130 and an adjusting screw 140. The first transverse plate 110 and the second transverse plate 120 are horizontally arranged and at least partially overlapped. The overlapping parts of the first transverse plate 110 and the second transverse plate 120 are connected by two connecting bolts 130. The first transverse plate 110 is provided with a threaded through hole at a position overlapping with the second transverse plate 120, and the adjusting screw 140 is threadedly connected in the threaded through hole.

[0033] Loosen the nut of the connecting bolt 130 to release the locking restriction on the first cross plate 110 and the second cross plate 120 in the vertical direction, and change the length of the adjusting screw 140 passing through the threaded through hole by rotating the adjusting screw 140, so as to accurately adjust the spacing between the first cross plate 110 and the second cross plate 120 in the vertical direction. After the adjustment is completed, tighten the nut of the connecting bolt 130 to lock the relative position of the first cross plate 110 and the second cross plate 120.

[0034] In order to enable the installation of the device on a test vehicle with different relative positions of the steering wheel and the accelerator pedal, in this embodiment, the connecting holes of the first cross plate 110 and the second cross plate 120 through the connecting bolts 130 can be set as long strip holes, so that the relative positions of the first cross plate 110 and the second cross plate 120 in the horizontal direction can be adjusted.

[0035] The steering wheel fixing mechanism 200 includes a first clamp 210 and a second clamp 220. The first clamp 210 is connected to one end of the first cross plate 110. The second clamp 220 and the first clamp 210 together form a clamping sleeve that can clamp the steering wheel 400. The two can be locked by a fastener.

[0036] In this embodiment, the first clamp 210 and the first transverse plate 110 are configured to be rotatably connected, and the position can be locked by fasteners to meet the needs of installation at different angles.

[0037] There are many ways to connect the first clamp 210 and the second clamp 220, for example:

[0038] like Figure 1As shown, in one embodiment, both ends of the first clamp 210 and the second clamp 220 are provided with connecting ears, and the connecting ears at both ends are fastened by bolt connection and are rotatably connected to the first cross plate 110 through the bolts at one end.

[0039] like Figure 2 As shown, in another embodiment, one end of the first clamp 210 and the second clamp 220 are hingedly connected, and the other end is connected by a fastener such as a locking rod, and then the first clamp 210 is rotatably connected to the first cross plate 110 through a connecting member such as a screw provided on the clamp body, and is fastened by a nut.

[0040] In this embodiment, rubber pads are provided on the inner surfaces of the first clamp 210 and the second clamp 220 to prevent the first clamp 210 and the second clamp 220 from damaging the steering wheel 400 and to prevent slipping, thereby making the installation more stable.

[0041] The throttle support mechanism 300 includes a support rod 310 and a locking mechanism 320 . The support rod 310 is vertically arranged and movably connected to the second transverse plate 120 in the vertical direction. The locking mechanism 320 can lock the support rod 310 on the second transverse plate 120 .

[0042] The locking mechanism 320 includes an adapter 321 and a locking screw 322. The adapter 321 is rotatably connected to the second cross plate 120 via a screw and is locked by a nut. The adapter 321 is provided with a through hole for passing the support rod 310, and a locking threaded hole vertically connected to the through hole. The locking screw 322 is threadedly connected to the locking threaded hole, so that the support rod 310 can be locked. By loosening the locking screw 322, the position of the support rod 310 can be adjusted in the vertical direction. After the adjustment is completed, the position of the support rod 310 is locked by the locking screw 322.

[0043] In order to make the support of the support rod 310 more stable, in this embodiment, a support plate 311 is provided at the bottom end of the support rod 310 to increase the contact area with the accelerator pedal 500. At the same time, a rubber pad is provided at the bottom of the support plate 311 to prevent damage to the accelerator pedal 500 during the support process and to play an anti-slip role.

[0044] The working principle of the vehicle laboratory rotating hub constant speed driving test auxiliary device provided in this embodiment is as follows:

[0045] First, install the device: fix the device to the vehicle steering wheel 400 by the first clamp 210 and the second clamp 220, then adjust the angles between the steering wheel fixing mechanism 200 and the throttle support mechanism 300 and the first cross plate 110 and the second cross plate 120, and lock the connecting bolts at the joints of the entire device; support the bottom of the support rod 310 on the accelerator pedal 500, adjust the vertical position of the support rod 310 so that the test vehicle obtains an approximate target speed on the rotating hub, and fix the position of the support rod 310 by the locking mechanism 320.

[0046] Then, precise adjustment is performed through the fine-tuning mechanism 100: loosen the connecting bolt 130 connecting the first cross plate 110 and the second cross plate 120, rotate the adjusting screw 140, and precisely adjust the vertical spacing between the first cross plate 110 and the second cross plate 120, and then precisely adjust the vertical position of the support rod 310 connected to the second cross plate 120, so that the test vehicle meets the test target requirements and remains stable on the rotating hub, and then lock the connecting bolt 130 to carry out the test.

[0047] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0048] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An auxiliary device for testing constant speed driving on a rotating hub in an automobile laboratory, characterized in that: include: The fine adjustment mechanism (100) comprises a first transverse plate (110), a second transverse plate (120), a connecting bolt (130) and an adjusting screw (140), wherein the first transverse plate (110) and the second transverse plate (120) are arranged horizontally and at least partially overlapped, the overlapping parts of the first transverse plate (110) and the second transverse plate (120) are connected by the connecting bolt (130), the first transverse plate (110) is provided with a threaded through hole at a position overlapping with the second transverse plate (120), and the adjusting screw (140) is threadedly connected in the threaded through hole; A steering wheel fixing mechanism (200) comprises a first clamp (210) and a second clamp (220), wherein the first clamp (210) is connected to one end of the first transverse plate (110), and the second clamp (220) and the first clamp (210) are combined to form a clamping sleeve capable of clamping the steering wheel, and the two can be locked by a fastener; The throttle support mechanism (300) comprises a support rod (310) and a locking mechanism (320); the support rod (310) is vertically arranged and movably connected to the second transverse plate (120) in the vertical direction; and the locking mechanism (320) can lock the support rod (310) on the second transverse plate (120).

2. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 1, characterized in that: The relative positions of the first transverse plate (110) and the second transverse plate (120) in the horizontal direction are adjustable.

3. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 1, characterized in that: Rubber pads are provided on the inner surfaces of the first clamp (210) and the second clamp (220).

4. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 1, characterized in that: The first clamp (210) is rotatably connected to the first transverse plate (110), and can be locked in position by a fastener.

5. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 4, characterized in that: The first clamp (210) and the second clamp (220) are hingedly connected at one end and connected via a fastener at the other end.

6. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 1, characterized in that: The locking mechanism (320) comprises an adapter (321) and a locking screw (322); the adapter (321) is rotatably connected to the second cross plate (120) and can be locked in position by a fastener; the adapter (321) is provided with a through hole for passing the support rod (310) and a locking threaded hole vertically connected to the through hole; the locking screw (322) is threadedly connected to the locking threaded hole.

7. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 1, characterized in that: A support plate (311) is provided at the bottom end of the support rod (310).

8. The vehicle laboratory rotating hub constant speed driving test auxiliary device according to claim 7, characterized in that: A rubber pad is provided at the bottom of the support plate (311).

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