Motor traction automatic control acceleration system

Abstract

A motor traction automatic control acceleration system comprises a motor, a runway, an automatic control system, a traction system, an acceleration vehicle, an unhooking system, a forced stop system, a weighing system and a measuring system, the motor is arranged on the runway, the automatic control system controls the motor to rotate, stop, rotate speed and tension, and the acceleration vehicle realizes directional movement through the traction system. The traction system comprises a steel wire rope, the steel wire rope connects a motor and an acceleration vehicle to form a series closed loop, the acceleration vehicle provides pulling force through the motor to achieve acceleration, the unhooking system comprises an unhooking traction tackle, the acceleration vehicle is connected with the steel wire rope through the unhooking traction tackle, and the forced stopping system is arranged at the end of a runway. The weighing system and the measuring system are arranged in a preparation area where the accelerated vehicle starts to park, and the weighing system and the measuring system are used for measuring the weight of the accelerated vehicle and the size of the vehicle type. The beneficial effects are that motor traction acceleration is good in stability and high in precision; whole-process mechanization increases efficiency; and vehicle acceleration is more stable.

Description

Technical Field

[0001] The utility model belongs to a vehicle acceleration system, in particular to a motor traction automatic control acceleration system. Background Art

[0002] Highway guardrails play a vital role as the last line of defense for traffic safety. The industry standard "Highway Guardrail Safety Performance Evaluation Standard" requires that highway guardrails can only be used on the road after undergoing a full-scale collision test with a real vehicle. The full-scale collision test with a real vehicle has the advantages of being real, objective and reliable.

[0003] The core technology in the full-scale collision test of a real vehicle is the acceleration system of the test vehicle. The current acceleration methods of test vehicles in China are mainly drop-hammer gravity acceleration and ramp potential energy acceleration. The drop-hammer gravity acceleration method is a gravity acceleration method. As long as it has sufficient height and weight, it can achieve acceleration capability. However, due to the different traction settings of different models, it is necessary to perform multiple complex and dangerous weight-changing operations, which is inconvenient for construction. At the same time, a larger site is required to coordinate the traction distance of the weight tower, and the construction cost is high. The ramp acceleration method is the most demanding acceleration method that relies on gravity potential energy. It is easy to operate and does not have very high technical requirements, but it has high requirements for height and slope. At this stage, mountains greater than 50m are generally nature reserves and cannot be used as construction land. At the same time, the precision control is not high.

[0004] In summary, in view of the demand for full-scale collision tests of real vehicles and the rapid development prospects of the transportation industry, it is necessary to develop a vehicle acceleration method that is suitable for comprehensive vehicle model tests, convenient for on-site operation, high in precision, and has low terrain requirements. Based on this, a motor traction automatic control acceleration system is proposed. It adopts an extremely convenient power acceleration method of motor traction kinetic energy, combined with an automatic control system, to achieve full-line acceleration precision control without breakpoints throughout the process, thereby ensuring the reliability of the test. Utility Model Content

[0005] The purpose of the utility model is to provide a motor traction automatic control acceleration system to overcome the above-mentioned shortcomings of the current prior art.

[0006] The utility model will be realized through the following technical solutions:

[0007] A motor traction automatic control acceleration system comprises a motor, a runway, an automatic control system, a traction system, an acceleration vehicle, a decoupling system, a forced stop system, a weighing system and a measuring system. The motor is arranged on the runway. The automatic control system controls the motor to realize rotation, stop, speed and pulling force. The acceleration vehicle realizes directional movement through the traction system. The traction system comprises a steel wire rope, which connects the motor and the acceleration vehicle to form a series closed loop. The acceleration vehicle realizes acceleration capability through the pulling force provided by the motor. The decoupling system comprises a decoupling traction pulley. The acceleration vehicle is connected to the steel wire rope through the decoupling traction pulley. The forced stop system is arranged at the end of the runway, and is used to buffer and decelerate the unhooking traction pulley until it stops moving. The weighing system is arranged in the preparation area where the accelerated vehicle starts to park, and is used to measure the weight of the accelerated vehicle. The measuring system is also arranged in the preparation area where the accelerated vehicle starts to park, and is used to measure the size of the accelerated vehicle. The weighing system and the measuring system are connected to the automatic control system through a transmission data line, and the obtained parameters about the accelerated vehicle are fed back to the automatic control system. The automatic control system then compares and analyzes the parameters in the vehicle classification module that has been set inside it, and controls the motor to pull the accelerated vehicle to reach a specified speed according to the parameters.

[0008] Furthermore, the automatic control system includes a parameter storage module, a data receiving module, a data processing module, a sending instruction module and a computer console. The automatic control system writes control codes through PLC programming software, and inputs parameters into the parameter storage module through the computer console. The parameters stored in the parameter storage module include the weight of the accelerating vehicle, the size of the vehicle, the acceleration distance and the speed-time acceleration curve. The data receiving module receives the real-time parameters detected by the weighing system and the measuring system through the transmission data line, and transmits them to the data processing module through the transmission data line. The data processing module compares the real-time measured parameters with the parameters of the accelerating vehicle already in the parameter storage module to obtain the acceleration type of the accelerating vehicle. The data processing module then transmits the acceleration type determined by the accelerating vehicle to the sending instruction module through the transmission data line. The sending instruction module issues rotation instructions and speed instructions to the motor according to the determined acceleration type, and moves the position of the forced stop system.

[0009] Furthermore, the forced stop system includes a movable reducer, which is composed of an engine, a wireless signal receiver, a roller, a laser rangefinder and a hydraulic device. The engine is connected to the wireless signal receiver through a transmission data line. The sending instruction module issues an instruction to the movable reducer to move the position. The wireless signal receiver receives the instruction issued by the sending instruction module, and then the wireless signal receiver controls the engine to move forward or backward along the runway through the roller. The laser rangefinder is arranged directly in front of the unhooking traction pulley and is provided with a signal feedback device. During the movement, the laser rangefinder feeds back the travel distance of the movable reducer and the distance between it and the unhooking traction pulley to the wireless signal receiver in real time. When the movable reducer reaches the specified position required by the sending instruction module, the wireless signal receiver feeds back the signal to the data receiving module. After parameter analysis, the data processing module transmits a stop signal to the sending instruction module. At this time, the sending instruction module sends a stop movement instruction to the wireless signal receiver, that is, the engine stops rotating and the movable reducer stops moving.

[0010] Furthermore, the hydraulic device includes a hydraulic rod, a hydraulic pump station, a two-way solenoid valve, and an extrusion impact head. The hydraulic rod is arranged on the back of the movable reducer, one end of which is fixed to the movable reducer, and the other end contacts the block in the runway through the extrusion impact head. The hydraulic pump station provides the hydraulic rod with hydraulic oil for extension or contraction. The two-way solenoid valve controls the direction of hydraulic oil flowing into the hydraulic rod from the hydraulic pump station. The two-way solenoid valve is connected to the sending instruction module through a data transmission line. The sending instruction module issues a diversion direction instruction to the two-way solenoid valve based on parameter analysis, so that the hydraulic rod can achieve the purpose of extension or contraction.

[0011] Furthermore, the extrusion impact head is arranged at the movable end of the hydraulic rod, and the extrusion impact head includes a buffer block and a pressure plate. The buffer block is sleeved on the outside of the hydraulic rod, the buffer block is a spring or rubber, and the pressure plate is fixed to the end of the buffer block. The pressure plate is a grooved plate with folded edges on both sides and the bottom surface is against the inclined surface of the block. The block is arranged in a groove on the runway. The block is a rigid structure and is pre-embedded in the reinforced concrete structure of the runway.

[0012] Furthermore, when the motor is a DC motor, each motor is equipped with a reducer, which is used to reduce the speed of the motor and increase the torque of the motor to provide greater traction power for accelerating the vehicle; when the motor is an AC motor, each motor is equipped with a frequency converter, which is used for rectification, filtering and inversion of the AC motor, adjusting the voltage and frequency of the output power supply, and providing the required power supply voltage according to the actual needs of the motor, thereby achieving the purpose of energy saving and speed regulation.

[0013] Furthermore, the traction system also includes a guide pulley, which is arranged in a groove on the runway to change the movement direction of the wire rope. A limit plate is arranged on the guide pulley, and the limit plate is clamped on the outer side of the guide pulley to prevent the wire rope from slipping out when sliding from the guide pulley. The limit plate is a semi-closed fan-shaped cross-section, and the arc surface is concentric with the guide pulley.

[0014] Furthermore, the steel wire rope forms a closed loop through the motor, the unhooking traction pulley and the steering of the guide pulley. When the motor is arranged at one end of the runway, the direction in which the accelerating vehicle is pulled by the unhooking traction pulley and the steel wire rope is a single direction away from the motor. When the motor is arranged in the middle of the runway, the direction in which the accelerating vehicle is pulled by the unhooking traction pulley and the steel wire rope can be either the left or right direction of the runway. The direction conversion is achieved by the series connection between the steel wire rope and the guide pulley.

[0015] Furthermore, the accelerating vehicle is a small passenger car, or a large passenger car, or a large truck, or a saddle truck. The data processing module needs to compare and analyze the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle with the parameters in the parameter storage module, so as to send the instructions of the instruction module to accelerate the accelerating vehicle to a specified speed.

[0016] Furthermore, the unhooking traction pulley is connected to the acceleration vehicle through a rigid hook, which is a closed ring at one end and an open hook at the other end. The closed ring is connected to the unhooking traction pulley, and the open hook is connected to the acceleration vehicle.

[0017] After adopting the above technical solution, the utility model has the following beneficial effects:

[0018] (1) Motor traction acceleration mode, good stability and high precision control;

[0019] (2) Combined with the automatic control system, the test vehicle acceleration is fully mechanized to increase the vehicle acceleration efficiency;

[0020] (3) The flat road acceleration method allows the vehicle to accelerate more smoothly without the dangerous situation of excessive traction causing the vehicle to run away. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solution of the utility model patent, the following is a brief introduction to the drawings required for use in the embodiments:

[0022] Figure 1 It is a schematic diagram of the overall longitudinal section layout of Embodiment 1 of the utility model;

[0023] Figure 2 This is a schematic diagram of the overall plan layout of Embodiment 1 of the utility model;

[0024] Figure 3 This is a schematic diagram of the principle of the automatic control system of Embodiment 1 of the utility model;

[0025] Figure 4 This is a schematic diagram of a movable reducer in Embodiment 1 of the utility model;

[0026] Figure 5 This is a schematic diagram of an extrusion impact head of Embodiment 1 of the present utility model;

[0027] Figure 6 This is a schematic diagram of the connection between the unhooking traction pulley and the acceleration vehicle in Embodiment 1 of the utility model;

[0028] Figure 7 This is a schematic diagram of the acceleration method flow of Example 1 of the utility model;

[0029] Figure 8 This is a schematic diagram of the overall plan layout of Embodiment 2 of the present utility model;

[0030] Fig. 9 This is a schematic diagram of the rightward acceleration method flow of Embodiment 2 of the present utility model;

[0031] Fig.10 This is a schematic diagram of the leftward acceleration method flow of Embodiment 2 of the present utility model;

[0032] Fig.11 This is a schematic diagram of a guide pulley in Embodiment 2 of the present utility model;

[0033] Fig.12 It is a schematic diagram of the extrusion impact head of Example 2 of the utility model.

[0034] The following are marked in the figure:

[0035] 1. Motor; 2. Runway; 3. Accelerating vehicle; 4. Weighing system; 5. Measuring system; 6. Wire rope; 7. Unhooking traction pulley; 8. Preparation area; 9. Transmission data line; 10. Vehicle classification module; 11. Parameter storage module; 12. Data receiving module; 13. Data processing module; 14. Sending instruction module; 15. Computer operating table; 16. Mobile reducer; 17. Engine; 18. Wireless signal receiver; 19. Roller; 20. Laser rangefinder; 21. Signal feedback device; 22. Hydraulic rod; 23. Hydraulic pump station; 24. Two-way solenoid valve; 25. Extrusion impact head; 26. Block; 27. Buffer block; 28. Pressure plate; 29. ​​Groove; 30. Reducer; 31. Frequency converter; 32. Guide pulley; 33. Limit plate; 34. Rigid hook. DETAILED DESCRIPTION

[0036] The present invention is further described in detail below in conjunction with the embodiments and specific implementation methods. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0037] like Figure 1 , 2 The figure shows an embodiment of an embodiment 1 of an automatic control acceleration system for motor traction of the utility model, which is characterized in that it includes a motor 1, a runway 2, an automatic control system, a traction system, an acceleration vehicle 3, a decoupling system, a forced stop system, a weighing system 4, and a measuring system 5. The motor 1 is arranged on the runway 2. The automatic control system controls the motor 1 to realize rotation, stop, speed and pulling force. The acceleration vehicle 3 realizes directional movement through the traction system. The traction system includes a steel wire rope 6. The steel wire rope 6 connects the motor 1 and the acceleration vehicle 3 to form a closed loop in series. The acceleration vehicle 3 realizes acceleration capability through the pulling force provided by the motor 1. The decoupling system includes a decoupling traction pulley 7. The acceleration vehicle 3 realizes acceleration capability through the decoupling traction pulley 7. The guide pulley 7 is connected to the wire rope 6. The forced stop system is arranged at the end of the runway 2, and is used to buffer and decelerate the unhooking traction pulley 7 until it stops moving. The weighing system 4 is arranged in the preparation area 8 where the accelerated vehicle 3 starts to park, and is used to measure the weight of the accelerated vehicle 3. The measuring system 5 is also arranged in the preparation area 8 where the accelerated vehicle 3 starts to park, and is used to measure the vehicle size of the accelerated vehicle 3. The weighing system 4 and the measuring system 5 are connected to the automatic control system through a transmission data line 9, and the obtained parameters about the accelerated vehicle 3 are fed back to the automatic control system. The automatic control system then compares and analyzes the parameters in the vehicle classification module 10 that has been set inside it, and controls the motor 1 to pull the accelerated vehicle 3 to reach the specified speed according to the parameters.

[0038] Figure 31 is a schematic diagram of the principle of the automatic control system of Example 1 of the utility model, wherein the automatic control system comprises a parameter storage module 11, a data receiving module 12, a data processing module 13, a sending instruction module 14 and a computer console 15. The automatic control system writes control codes through PLC programming software, and inputs parameters into the parameter storage module 11 through the computer console 15. The parameters stored in the parameter storage module 11 include the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle 3. The data receiving module 12 receives the real-time parameters detected by the weighing system 4 and the measuring system 5 through the transmission data line 9, and transmits them to the data processing module 13 through the transmission data line 9. The data processing module 13 compares the real-time measured parameters with the parameters of the accelerating vehicle 3 already in the parameter storage module 11 to obtain the acceleration type to which the accelerating vehicle 3 belongs. The data processing module 13 then transmits the acceleration type determined by the accelerating vehicle 3 to the sending instruction module 14 through the transmission data line 9. The sending instruction module 14 issues a rotation instruction and a speed instruction to the motor 1 according to the determined acceleration type, and moves the position of the forced stop system.

[0039] Figure 4It is a schematic diagram of a movable reducer in Example 1 of the utility model. The forced stop system includes a movable reducer 16, which is composed of an engine 17, a wireless signal receiver 18, a roller 19, a laser rangefinder 20 and a hydraulic device. The engine 17 is connected to the wireless signal receiver 18 through a transmission data line 9. The sending instruction module 14 issues a moving position instruction to the movable reducer 16. The wireless signal receiver 18 receives the instruction issued by the sending instruction module 14, and then the wireless signal receiver 18 controls the engine 17 to move forward or backward along the runway through the roller 19. The laser rangefinder 20 is set directly opposite the unhooking traction A signal feedback device 21 is provided directly in front of the pulley 7. During the movement, the laser rangefinder 20 feeds back the travel distance of the movable reducer 16 and the distance between it and the unhooking traction pulley 7 to the wireless signal receiver 18 in real time. When the movable reducer 16 reaches the specified position required by the sending instruction module 14, the wireless signal receiver 18 feeds back the signal to the data receiving module 12. After parameter analysis, the data processing module 13 transmits a stop signal to the sending instruction module 14. At this time, the sending instruction module 14 sends a stop movement instruction to the wireless signal receiver 18, that is, the engine 17 stops rotating and the movable reducer 16 stops moving. The hydraulic device includes a hydraulic rod 22, a hydraulic pump station 23, a two-way solenoid valve 24, and an extrusion impact head 25. The hydraulic rod 22 is arranged on the back of the movable reducer 16, one end of which is fixed to the movable reducer 16, and the other end is in contact with a block 26 in the runway 2 through the extrusion impact head 25. The hydraulic pump station 23 provides the hydraulic rod 22 with hydraulic oil for extension or contraction. The two-way solenoid valve 24 controls the direction of hydraulic oil flowing from the hydraulic pump station 23 into the hydraulic rod 22. The two-way solenoid valve 24 is connected to the sending instruction module 14 through the transmission data line 9. The sending instruction module 14 issues a diversion direction instruction to the two-way solenoid valve 24 according to parameter analysis, so that the hydraulic rod 22 can reach the purpose of extension or contraction.

[0040] Figure 5 It is a schematic diagram of an extrusion impact head of Example 1 of the utility model, wherein the extrusion impact head 25 is arranged at the movable end of the hydraulic rod 22, and the extrusion impact head 25 includes a buffer block 27 and a pressure plate 28, the buffer block 27 is sleeved on the outside of the hydraulic rod 22, the buffer block 27 is a spring, the pressure plate 28 is fixed to the end of the buffer block 27, the pressure plate 28 is a grooved plate with folded edges on both sides and the bottom surface is against the inclined surface of the block 26, the block 26 is arranged in a groove 29 on the runway 2, the block 26 is a rigid structure, and the block 26 is pre-embedded in the reinforced concrete structure of the runway 2.

[0041] The motor 1 is a DC motor, and each motor 1 is equipped with a reducer 30, which is used to reduce the speed of the motor 1 and increase the torque of the motor 1, thereby providing greater traction power for accelerating the vehicle 3;

[0042] The traction system further comprises a guide pulley 32 , which is arranged in a groove 29 on the runway 2 and is used to change the moving direction of the steel wire rope 6 .

[0043] The steel wire rope 6 forms a closed loop through the motor 1, the unhooking traction pulley 7 and the steering of the guide pulley 32. The motor 1 is arranged at one end of the runway 2. The acceleration vehicle 3 is pulled by the unhooking traction pulley 7 and the steel wire rope 6 in a single direction away from the motor 1.

[0044] The accelerating vehicle 3 is a small passenger car, or a large passenger car, or a large truck, or a saddle truck. The data processing module 13 needs to compare and analyze the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle 3 with the parameters in the parameter storage module 11, so as to send the instruction of the instruction module 14 to accelerate the accelerating vehicle 3 to the specified speed.

[0045] Figure 6 It is a schematic diagram of the connection between the unhooking traction pulley and the accelerating vehicle in Example 1 of the utility model. The unhooking traction pulley 7 is connected to the accelerating vehicle 3 through a rigid hook 34. The rigid hook 34 is a closed ring at one end and an open hook at the other end. The closed ring is connected to the unhooking traction pulley 7, and the open hook is connected to the accelerating vehicle 3.

[0046] Figure 7 It is a schematic diagram of the acceleration mode process of Example 1 of the utility model. The acceleration mode process is: the acceleration vehicle 3 is placed in the designated position, the unhooking traction pulley 7 slides to the bottom of the acceleration vehicle 3 through the guide rail in the groove 29, and is connected to the front wheel axle of the acceleration vehicle 3 through the rigid hook 34, the wire rope 6 on the motor 1 is guided by the guide pulley 32 and passes through the end guide pulley 32 to be connected to the unhooking traction pulley 7, the motor 1 is turned on, the wire rope 6 pulls the unhooking traction pulley 7 to drive the acceleration vehicle 3 to move forward along the runway 2, and at the same time moves the position of the movable reducer 16 of the forced stop system, when the movable reducer 16 reaches the required designated position, it stops moving, and the back hydraulic rod 22 extends, and the extrusion impact head 25 of the movable end of the hydraulic rod 22 is against the inclined surface of the stop block 26 in the groove 29 of the runway 2, when the unhooking traction pulley 7 hits the forced stop system buffer deceleration until it stops moving, and the motor 1 is turned off at the same time, at this time, the acceleration vehicle 3 reaches the designated speed and is separated from the unhooking traction pulley 7, and the acceleration vehicle 3 continues to move forward and hits the guardrail.

[0047] like Figure 8The figure shows an embodiment of an embodiment 2 of an automatic control acceleration system of motor traction of the utility model, which is characterized in that it includes a motor 1, a runway 2, an automatic control system, a traction system, an acceleration vehicle 3, a decoupling system, a forced stop system, a weighing system 4, and a measuring system 5. The motor 1 is arranged on the runway 2. The automatic control system controls the motor 1 to realize rotation, stop, speed and pulling force. The acceleration vehicle 3 realizes directional movement through the traction system. The traction system includes a steel wire rope 6, which connects the motor 1 and the acceleration vehicle 3 to form a closed loop in series. The acceleration vehicle 3 realizes acceleration capability through the pulling force provided by the motor 1. The decoupling system includes a decoupling traction pulley 7. The acceleration vehicle 3 realizes acceleration through the decoupling traction pulley 7. The guide pulley 7 is connected to the wire rope 6. The forced stop system is arranged at the end of the runway 2, and is used to buffer and decelerate the unhooking traction pulley 7 until it stops moving. The weighing system 4 is arranged in the preparation area 8 where the accelerated vehicle 3 starts to park, and is used to measure the weight of the accelerated vehicle 3. The measuring system 5 is also arranged in the preparation area 8 where the accelerated vehicle 3 starts to park, and is used to measure the vehicle size of the accelerated vehicle 3. The weighing system 4 and the measuring system 5 are connected to the automatic control system through a transmission data line 9, and the obtained parameters about the accelerated vehicle 3 are fed back to the automatic control system. The automatic control system then compares and analyzes the parameters in the vehicle classification module 10 that has been set inside it, and controls the motor 1 to pull the accelerated vehicle 3 to reach the specified speed according to the parameters.

[0048] The automatic control system includes a parameter storage module 11, a data receiving module 12, a data processing module 13, a sending instruction module 14 and a computer console 15. The automatic control system writes control codes through PLC programming software, and inputs parameters into the parameter storage module 11 through the computer console 15. The parameters stored in the parameter storage module 11 include the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle 3. The data receiving module 12 receives the real-time parameters detected by the weighing system 4 and the measuring system 5 through the transmission data line 9, and transmits them to the data processing module 13 through the transmission data line 9. The data processing module 13 compares the real-time measured parameters with the parameters of the accelerating vehicle 3 already in the parameter storage module 11 to obtain the acceleration type to which the accelerating vehicle 3 belongs. The data processing module 13 then transmits the acceleration type determined by the accelerating vehicle 3 to the sending instruction module 14 through the transmission data line 9. The sending instruction module 14 issues a rotation instruction and a speed instruction to the motor 1 according to the determined acceleration type, and moves the position of the forced stop system.

[0049] The forced stop system includes a movable reducer 16, which is composed of an engine 17, a wireless signal receiver 18, a roller 19, a laser rangefinder 20 and a hydraulic device. The engine 17 is connected to the wireless signal receiver 18 through a transmission data line 9. The sending instruction module 14 issues a moving position instruction to the movable reducer 16. The wireless signal receiver 18 receives the instruction issued by the sending instruction module 14, and then the wireless signal receiver 18 controls the engine 17 to move forward or backward along the runway through the roller 19. The laser rangefinder 20 is set in front of the unhooking traction pulley 7 and is set There is a signal feedback device 21. During the movement, the laser rangefinder 20 feeds back the travel distance of the movable reducer 16 and the distance between it and the unhooking traction pulley 7 to the wireless signal receiver 18 in real time. When the movable reducer 16 reaches the specified position required by the sending instruction module 14, the wireless signal receiver 18 feeds back the signal to the data receiving module 12. The data processing module 13 transmits a stop signal to the sending instruction module 14 after parameter analysis. At this time, the sending instruction module 14 sends a stop movement instruction to the wireless signal receiver 18, that is, the engine 17 stops rotating and the movable reducer 16 stops moving. The hydraulic device includes a hydraulic rod 22, a hydraulic pump station 23, a two-way solenoid valve 24, and an extrusion impact head 25. The hydraulic rod 22 is arranged on the back of the movable reducer 16, one end of which is fixed to the movable reducer 16, and the other end is in contact with a block 26 in the runway 2 through the extrusion impact head 25. The hydraulic pump station 23 provides the hydraulic rod 22 with hydraulic oil for extension or contraction. The two-way solenoid valve 24 controls the direction of hydraulic oil flowing from the hydraulic pump station 23 into the hydraulic rod 22. The two-way solenoid valve 24 is connected to the sending instruction module 14 through the transmission data line 9. The sending instruction module 14 issues a diversion direction instruction to the two-way solenoid valve 24 according to parameter analysis, so that the hydraulic rod 22 can reach the purpose of extension or contraction.

[0050] Fig.12 It is a schematic diagram of an extrusion impact head of Example 2 of the utility model, wherein the extrusion impact head 25 is arranged at the movable end of the hydraulic rod 22, and the extrusion impact head 25 includes a buffer block 27 and a pressure plate 28, the buffer block 27 is sleeved on the outside of the hydraulic rod 22, the buffer block 27 is rubber, the pressure plate 28 is fixed to the end of the buffer block 27, the pressure plate 28 is a grooved plate with folded edges on both sides and the bottom surface is against the inclined surface of the block 26, the block 26 is arranged in a groove 29 on the runway 2, the block 26 is a rigid structure, and the block 26 is pre-embedded in the reinforced concrete structure of the runway 2.

[0051] The motor 1 is an AC motor, and each motor 1 is equipped with a frequency converter 31. The frequency converter 31 is used for rectification, filtering and inversion of the AC motor, adjusting the voltage and frequency of the output power supply, and providing the required power supply voltage according to the actual needs of the motor 1, thereby achieving the purpose of energy saving and speed regulation.

[0052] Fig.11 It is a schematic diagram of the guide pulley of Example 2 of the utility model. The traction system also includes a guide pulley 32. The guide pulley 32 is arranged in the groove 29 on the runway 2 to change the movement direction of the wire rope 6. A limit plate 33 is arranged on the guide pulley 32. The limit plate 33 is clamped on the outer side of the guide pulley 32 to prevent the wire rope 6 from slipping out when sliding from the guide pulley 32. The limit plate 33 is a semi-closed fan-shaped cross-section, and the arc surface is concentric with the guide pulley 32.

[0053] The motor 1 is arranged in the middle of the runway 2. The acceleration vehicle 3 can be driven in either the left or right direction of the runway 2 by the unhooking traction pulley 7 and the wire rope 6. The direction change is realized by the series connection between the wire rope 6 and the guide pulley 32.

[0054] The accelerating vehicle 3 is a small passenger car, or a large passenger car, or a large truck, or a saddle truck. The data processing module 13 needs to compare and analyze the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle 3 with the parameters in the parameter storage module 11, so as to send the instruction of the instruction module 14 to accelerate the accelerating vehicle 3 to the specified speed.

[0055] The unhooking traction pulley 7 is connected to the acceleration vehicle 3 via a rigid hook 34 . The rigid hook 34 is a closed ring at one end and an open hook at the other end. The closed ring is connected to the unhooking traction pulley 7 , and the open hook is connected to the acceleration vehicle 3 .

[0056] Fig. 9 This is a schematic diagram of the right-hand acceleration process of Embodiment 2 of the present utility model. The acceleration process is as follows: the motor 1 is placed in the middle of the runway 2. When the runway 2 is to the right of the motor 1, the acceleration vehicle 3 is placed at a designated position above the runway 2. The unhooking traction pulley 7 slides to the bottom of the acceleration vehicle 3 through the guide rail in the groove 29, and is connected to the front wheel axle of the acceleration vehicle 3 through a rigid hook 34. The wire rope 6 on the motor 1 changes direction through the guide pulley 32, and passes through the right end guide pulley 32 to connect with the unhooking traction pulley 7. The motor 1 is turned on, and the wire rope 6 pulls the unhooking traction pulley 7 drives the accelerated vehicle 3 to move forward to the left along the runway 2, and at the same time moves the position of the movable reducer 16 of the forced stop system. When the movable reducer 16 reaches the required designated position, it stops moving, and the hydraulic rod 22 on its back extends. The extrusion impact head 25 at the movable end of the hydraulic rod 22 rests on the inclined surface of the block 26 in the groove 29 of the runway 2. When the unhooking traction pulley 7 hits the buffering deceleration of the forced stop system until it stops moving, the motor 1 is turned off at the same time. At this time, the accelerated vehicle 3 reaches the specified speed and disengages from the unhooking traction pulley 7, and the accelerated vehicle 3 continues to move forward and hits the guardrail.

[0057] Fig.10It is a schematic diagram of the left-hand acceleration process of Example 2 of the utility model. When the runway 2 is on the left side of the motor 1, the acceleration process is consistent with that on the right side.

Claims

1. A motor traction automatic control acceleration system, characterized in that: The invention comprises a motor (1), a runway (2), an automatic control system, a traction system, an acceleration vehicle (3), a decoupling system, a forced stop system, a weighing system (4), and a measuring system (5), wherein the motor (1) is arranged on the runway (2), the automatic control system controls the motor (1) to realize rotation, stop, speed and pulling force, the acceleration vehicle (3) realizes directional movement through the traction system, the traction system comprises a steel wire rope (6), the steel wire rope (6) connects the motor (1) and the acceleration vehicle (3) to form a series closed loop, the acceleration vehicle (3) realizes acceleration capability through the pulling force provided by the motor (1), the decoupling system comprises a decoupling traction pulley (7), the acceleration vehicle (3) is connected to the steel wire rope (6) through the decoupling traction pulley (7), and the forced stop system The system is arranged at the end of the runway (2) and is used to buffer and decelerate the unhooking traction pulley (7) until it stops moving. The weighing system (4) is arranged in the preparation area (8) where the acceleration vehicle (3) starts to park and is used to measure the weight of the acceleration vehicle (3). The measuring system (5) is also arranged in the preparation area (8) where the acceleration vehicle (3) starts to park and is used to measure the size of the acceleration vehicle (3). The weighing system (4) and the measuring system (5) are connected to the automatic control system through a transmission data line (9) and the obtained parameters about the acceleration vehicle (3) are fed back to the automatic control system. The automatic control system then compares and analyzes the parameters in the vehicle classification module (10) set inside it and controls the motor (1) to pull the acceleration vehicle (3) to reach a specified speed according to the parameters.

2. The motor traction automatic control acceleration system according to claim 1, characterized in that: The automatic control system comprises a parameter storage module (11), a data receiving module (12), a data processing module (13), a command sending module (14) and a computer operation console (15). The automatic control system writes control codes through PLC programming software, and inputs parameters into the parameter storage module (11) through the computer operation console (15). The parameters stored in the parameter storage module (11) include the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle (3). The data receiving module (12) receives the weighing system (4) and the measuring system (5) through the transmission data line (9). The real-time parameters detected are transmitted to the data processing module (13) through the transmission data line (9). The data processing module (13) compares the real-time measured parameters with the parameters of the accelerating vehicle (3) already stored in the parameter storage module (11) to obtain the acceleration type to which the accelerating vehicle (3) belongs. The data processing module (13) then transmits the acceleration type determined by the accelerating vehicle (3) to the sending instruction module (14) through the transmission data line (9). The sending instruction module (14) issues a rotation instruction and a speed instruction to the motor (1) according to the determined acceleration type, and moves the position of the forced stop system.

3. The motor traction automatic control acceleration system according to claim 2, characterized in that: The forced stop system comprises a movable reducer (16), the movable reducer (16) comprising an engine (17), a wireless signal receiver (18), a roller (19), a laser rangefinder (20) and a hydraulic device. The engine (17) and the wireless signal receiver (18) are connected via a transmission data line (9). The sending instruction module (14) issues a moving position instruction to the movable reducer (16). The wireless signal receiver (18) receives the instruction issued by the sending instruction module (14). Thereafter, the wireless signal receiver (18) controls the engine (17) to move forward or backward along the runway (2) via the roller (19). The laser rangefinder (20) is arranged at a position directly opposite to the unhooking traction pulley (7). A signal feedback device (21) is arranged in front of the movable reducer (16). During the movement, the laser rangefinder (20) feeds back the travel distance of the movable reducer (16) and the distance between the movable reducer (16) and the unhooking traction pulley (7) to the wireless signal receiver (18) in real time. When the movable reducer (16) reaches the designated position required by the sending instruction module (14), the wireless signal receiver (18) feeds back the signal to the data receiving module (12). After parameter analysis, the data processing module (13) transmits a stop signal to the sending instruction module (14). At this time, the sending instruction module (14) sends a stop movement instruction to the wireless signal receiver (18), that is, the engine (17) stops rotating and the movable reducer (16) stops moving.

4. The motor traction automatic control acceleration system according to claim 3, characterized in that: The hydraulic device comprises a hydraulic rod (22), a hydraulic pump station (23), a two-way solenoid valve (24), and an extrusion impact head (25). The hydraulic rod (22) is arranged on the back of a movable reducer (16), one end of which is fixed to the movable reducer (16), and the other end of which contacts a block (26) in a runway (2) through the extrusion impact head (25). The hydraulic pump station (23) provides the hydraulic rod (22) with hydraulic oil for extension or contraction. The two-way solenoid valve (24) controls the direction in which the hydraulic oil flows from the hydraulic pump station (23) into the hydraulic rod (22). The two-way solenoid valve (24) is connected to a transmission instruction module (14) via a transmission data line (9). The transmission instruction module (14) issues a diversion direction instruction to the two-way solenoid valve (24) according to parameter analysis, so that the hydraulic rod (22) can be extended or contracted.

5. The motor traction automatic control acceleration system according to claim 4, characterized in that: The extrusion impact head (25) is arranged at the movable end of the hydraulic rod (22), and the extrusion impact head (25) comprises a buffer block (27) and a pressure plate (28). The buffer block (27) is sleeved on the outer side of the hydraulic rod (22), the buffer block (27) is a spring or rubber, the pressure plate (28) is fixed to the end of the buffer block (27), the pressure plate (28) is a groove-shaped plate with folded edges on both sides, and the bottom surface of the pressure plate (28) is against the inclined surface of the block (26), the block (26) is arranged in a groove (29) on the runway (2), the block (26) is a rigid structure, and the block (26) is pre-buried in the reinforced concrete structure of the runway (2).

6. The motor traction automatic control acceleration system according to claim 1, characterized in that: When the motor (1) is a DC motor, each motor (1) is equipped with a reducer (30), and the reducer (30) is used to reduce the rotation speed of the motor (1) and increase the torque of the motor (1) to provide greater traction power for accelerating the vehicle (3); When the motor (1) is an AC motor, each motor (1) is equipped with a frequency converter (31), which is used for rectification, filtering and inversion of the AC motor, adjusting the voltage and frequency of the output power supply, and providing the power supply voltage required by the motor (1) according to its actual needs, thereby achieving the purpose of energy saving and speed regulation.

7. The motor traction automatic control acceleration system according to claim 1, characterized in that: The traction system further comprises a guide pulley (32), the guide pulley (32) being arranged in a groove (29) on the runway (2) and being used to change the moving direction of the steel wire rope (6), a limit plate (33) being arranged on the guide pulley (32), the limit plate (33) being clamped on the outer side of the guide pulley (32) and being used to prevent the steel wire rope (6) from slipping out when sliding in the guide pulley (32), the limit plate (33) being a semi-closed sector-shaped cross section, and the arc surface being concentric with the guide pulley (32).

8. The motor traction automatic control acceleration system according to claim 1, characterized in that: The steel wire rope (6) forms a closed loop through the steering of the motor (1), the unhooking traction pulley (7) and the guide pulley (32). When the motor (1) is arranged at one end of the runway (2), the acceleration vehicle (3) is pulled by the unhooking traction pulley (7) and the steel wire rope (6) in a single direction facing away from the motor (1). When the motor (1) is arranged in the middle of the runway (2), the acceleration vehicle (3) is pulled by the unhooking traction pulley (7) and the steel wire rope (6) in either the left or right direction of the runway (2). Direction conversion is achieved through the serial connection between the steel wire rope (6) and the guide pulley (32).

9. The motor traction automatic control acceleration system according to claim 2, characterized in that: The accelerating vehicle (3) is a small passenger car, a large passenger car, a large truck, or a saddle truck. The data processing module (13) needs to compare and analyze the weight, vehicle size, acceleration distance and speed-time acceleration curve of the accelerating vehicle (3) with the parameters in the parameter storage module (11), so as to send the instruction of the instruction module (14) to accelerate the accelerating vehicle (3) to a specified speed.

10. The motor traction automatic control acceleration system according to claim 1, characterized in that: The unhooking traction pulley (7) is connected to the acceleration vehicle (3) via a rigid hook (34); the rigid hook (34) is in the form of a closed ring at one end and an open hook at the other end; the closed ring is connected to the unhooking traction pulley (7), and the open hook is connected to the acceleration vehicle (3).

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