Equipment device for simulating out-of-control of motor vehicle during driving

Abstract

The utility model relates to the technical field of driving training equipment, and provides an equipment device for simulating out-of-control in driving of a motor vehicle, which comprises a wheel carrier, a bracket arranged on the wheel carrier in a lifting manner, four end corners of the bracket are connected with the wheel carrier in a lifting manner, the bracket is used for lifting the motor vehicle, and a wheel body is arranged on the wheel carrier. By means of the technical scheme, the problem that in the prior art, out-of-control situation processing training is inconvenient in the motor vehicle driving process is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of driving training equipment, and specifically, to a device for simulating out-of-control situations in motor vehicle driving. Background Art

[0002] During the process of motor vehicle driving, in the face of bad road conditions or emergencies, the vehicle may get out of control. However, in conventional driving training, it is difficult for drivers to truly experience such out-of-control states, resulting in a lack of coping experience and ability when facing such situations in actual driving. Summary of the Utility Model

[0003] The utility model provides a device for simulating out-of-control situations in motor vehicle driving, which solves the problem of inconvenient training for dealing with out-of-control situations in motor vehicle driving in related technologies.

[0004] The technical solution of the utility model is as follows:

[0005] A device for simulating out-of-control situations in motor vehicle driving, comprising:

[0006] A wheel frame,

[0007] A bracket, which is arranged on the wheel frame in a lifting manner. The four end corners of the bracket are all connected with the wheel frame in a lifting manner, and the bracket is used for lifting a locomotive.

[0008] A wheel body, which is arranged on the wheel frame.

[0009] As a further technical solution, the bracket comprises:

[0010] A first frame body, the two ends of which are respectively arranged on two of the wheel frames in a lifting manner. The first frame body has a connecting frame, and the connecting frame has a first connection end.

[0011] A second frame body, the two ends of which are respectively arranged on one of the wheel frames in a lifting manner. The second frame body has a second connection end, and the first connection end and the second connection end are clamped with each other.

[0012] As a further technical solution, the connecting frame has guiding inclined surfaces. There are two guiding inclined surfaces, which are symmetrically arranged. A guiding space is formed between the two guiding inclined surfaces. The first connection end is located in the two guiding spaces. It further comprises:

[0013] A supporting wheel, which is arranged at the end of the guiding inclined surface.

[0014] As a further technical solution, the first connection end has an installation cavity, and the second connection end has a fixing groove. It further comprises:

[0015] A fixing member, which is slidably arranged in the installation cavity. After the fixing member slides, it slides into or out of the fixing groove, and the fixing member has a guiding surface.

[0016] As a further technical solution, it further includes:

[0017] A linear driving member, which is arranged in the installation cavity to drive the fixing member to slide.

[0018] As a further technical solution, both the first frame body and the second frame body are telescopic frame bodies. The connecting frame has a telescopic rod, and the first connecting end is arranged at the end of the telescopic rod.

[0019] As a further technical solution, the second connecting end has a first guiding inclined surface, and the first connecting end has a second guiding inclined surface. The first guiding inclined surface is used for guiding the second guiding inclined surface, and the second connecting end slides into the guiding space under the action of the first guiding inclined surface and the second guiding inclined surface.

[0020] As a further technical solution, it further includes:

[0021] A radar sensor, which is arranged on one side of the bracket.

[0022] As a further technical solution, it further includes:

[0023] A hydraulic driving member, which is used to drive the lifting of the bracket.

[0024] As a further technical solution, it further includes:

[0025] A controller, which is used to control the lifting of the hydraulic driving member.

[0026] The working principle and beneficial effects of the present utility model are:

[0027] In this utility model, the wheel frame is the basic support structure of the entire device, used to carry the bracket and the experimental vehicle. The bracket is arranged to be liftable on the wheel frame, and the four end corners of the bracket are all connected to the wheel frame in a liftable manner, used to lift the locomotive. The wheel body is arranged on the wheel frame and is used to move along with the movement of the locomotive, so as to avoid affecting the movement of the locomotive itself due to the device that simulates the out-of-control situation in motor vehicle driving. After starting the device, by controlling the lift connection between the bracket and the wheel frame, the bracket is slowly lifted. As the bracket rises, the pressure borne by the wheels of the vehicle itself gradually decreases, and the grip also decreases accordingly. At this time, the driver drives the vehicle. In this simulated low-grip environment, even on a flat training ground, the vehicle will exhibit a driving state similar to that on ice, snow or a slippery road surface. For example, when the driver makes a steering operation, the vehicle may experience understeer or oversteer, and the body shows an obvious tendency to skid. This effect enables the driver to intuitively feel the out-of-control trend of the vehicle under low-grip conditions, so as to quickly react and adjust the driving operation. During the training process, if the driver makes a large mistake in the operation, resulting in the risk of the vehicle getting out of control, the coach can immediately operate the emergency button on the lift controller. The bracket will quickly descend, and the vehicle will restore normal grip, avoiding dangerous situations. After multiple such trainings, the driver can better master the vehicle control skills under low-grip conditions, such as more precisely controlling the steering angle, reasonably adjusting the throttle and brake forces, etc. In actual driving, when encountering poor road conditions or emergencies that cause the wheel grip to decrease, the trained driver can, relying on the experience and skills accumulated during training, respond more calmly and correctly, avoiding traffic accidents and ensuring the safety of his own and others' lives and property. The actual application effect of this device is remarkable, greatly improving the driver's response ability and safety awareness in complex road conditions. Brief Description of the Drawings

[0028] The above characteristics, technical features, advantages and their implementation manners of the present utility model will be further described below in a clear and understandable manner in combination with the drawings and the preferred embodiments.

[0029] Figure 1 It is a schematic structural diagram of the present utility model;

[0030] Figure 2 It is a schematic diagram of a partial structure of the present utility model;

[0031] Figure 3 is Figure 2 a schematic diagram of the internal structure;

[0032] Figure 4 It is a schematic structural diagram of the second connection end in the present utility model.

[0033] In the figure: wheel frame - 1, bracket - 2, first frame body - 201, connecting frame - 202, first connection end - 203, second frame body - 204, second connection end - 205, guiding inclined plane - 206, guiding space - 207, installation cavity - 208, fixing groove - 209, first guiding inclined plane - 210, second guiding inclined plane - 211, wheel body - 3, supporting wheel - 4, fixing member - 5, guiding surface - 501, linear driving member - 6, radar sensor - 7, hydraulic driving member - 8. Detailed implementation manners

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation manners of the present invention will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings, and other implementation manners can also be obtained.

[0035] For the sake of simplicity of the drawings, only the parts related to the utility model are schematically shown in each drawing, and they do not represent the actual structure of the product. In addition, for the sake of simplicity and easy understanding of the drawings, in some drawings, components with the same structure or function are only schematically shown for one of them, or only one of them is marked. In this article, "one" not only means "only this one", but also means "more than one" situation, and "several" includes "two" and "more than two".

[0036] In this article, it should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense. For example, it 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 directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0037] In addition, in the description of this application, the terms "first", "second", etc. are only used for distinguishing descriptions, and cannot be understood as indicating or implying relative importance.

[0038] Referring to Figures 1 to 4 , for the embodiment of the present invention, a device for simulating out - of - control in motor vehicle driving is proposed, including a wheel frame 1, a bracket 2 is arranged to be liftable on the wheel frame 1, and the four end corners of the bracket 2 are all lift - connected to the wheel frame 1. The bracket 2 is used for lifting a locomotive, and a wheel body 3 is arranged on the wheel frame 1.

[0039] In this embodiment, the wheel frame 1 is the basic support structure of the entire device, used to carry the bracket 2 and the experimental vehicle. The bracket 2 is arranged to be lifted and lowered on the wheel frame 1. The four end corners of the bracket 2 are all connected to the wheel frame 1 for lifting and lowering, and are used to lift the locomotive. The wheel body 3 is arranged on the wheel frame 1 and is used to move along with the movement of the locomotive, so as to avoid affecting the actions of the locomotive itself due to the equipment device out of control during the simulated motor vehicle driving. After starting the equipment, by controlling the lifting connection between the bracket 2 and the wheel frame 1, the bracket 2 is slowly lifted. As the bracket 2 rises, the pressure borne by the wheels of the vehicle itself gradually decreases, and the grip also decreases accordingly. At this time, the driver drives the vehicle. In this simulated low-grip environment, even on a flat training ground, the vehicle will exhibit a driving state similar to that on ice, snow, or a slippery road surface. For example, when the driver performs a steering operation, the vehicle may experience understeering or oversteering, and the body shows an obvious tendency to skid. This effect enables the driver to intuitively feel the out-of-control trend of the vehicle under low-grip conditions, and thus quickly make a reaction and adjust the driving operation. During the training process, if the driver's operation makes a large mistake and the vehicle is in danger of getting out of control, the coach can immediately operate the emergency button on the lifting controller. The bracket 2 will quickly descend, and the vehicle will restore normal grip, avoiding the occurrence of dangerous situations. After multiple such trainings, the driver can better master the vehicle control skills under low-grip conditions, such as more precisely controlling the steering angle, reasonably adjusting the throttle and brake forces, etc. In actual driving, when encountering bad road conditions or emergencies that cause the wheel grip to decrease, the trained driver can rely on the experience and skills accumulated during the training to respond more calmly and correctly, avoid traffic accidents, and ensure the life and property safety of himself and others. The actual application effect of this equipment device is remarkable, greatly improving the driver's response ability and safety awareness in complex road conditions.

[0040] Furthermore, the bracket 2 includes a first frame body 201. The two ends of the first frame body 201 are respectively arranged to be lifted and lowered on the two wheel frames 1. The first frame body 201 has a connecting frame 202, and the connecting frame 202 has a first connection end 203. The two ends of the second frame body 204 are respectively arranged to be lifted and lowered on one wheel frame 1. The second frame body 204 has a second connection end 205, and the first connection end 203 and the second connection end 205 are clamped with each other.

[0041] In this embodiment, the unique designs of the first frame 201 and the second frame 204 play an important role. In the preparation stage, since the vehicle does not need to drive onto the bracket 2, but the bracket 2 is installed under the locomotive manually or by equipment, it avoids the damage to the vehicle or the bracket 2 that may be caused by inaccurate positioning when the vehicle drives onto the bracket 2. During specific operation, the first frame 201 and the second frame 204 are separated and moved. Manually or with the help of specific equipment, one end of the second frame 204 is placed under one side of the vehicle, and then the first frame 201 is moved to make its connecting end engage with the second frame 204 to form a complete bracket 2 structure. This design brings remarkable effects. On the one hand, it greatly reduces the operation difficulty and risk. There is no need for the driver to accurately drive the vehicle onto the bracket 2, reducing the collisions and damages caused by driving operation errors. In the past, when the vehicle drove onto the bracket 2, the wheels might collide with the edge of the bracket 2 due to angle deviation, resulting in tire wear or even wheel hub deformation. But now this situation is avoided. On the other hand, it improves the installation efficiency. The bracket 2 can be installed quickly, saving the preparation time before training. Suppose there are multiple vehicles that need to be trained in sequence at a busy driving training ground. Due to this convenient bracket 2 installation method, the preparation interval between each vehicle is greatly shortened, enabling more drivers to receive training within a unit time. Moreover, this design also enhances the versatility of the equipment. Whether it is a small car, an SUV or other types of vehicles, they can all conveniently use this bracket 2 for simulation training without worrying about the difficulties caused by differences in vehicle size and shape during the installation process.

[0042] Furthermore, the connecting frame 202 has guiding inclined surfaces 206. There are two guiding inclined surfaces 206, and the two guiding inclined surfaces 206 are symmetrically arranged. A guiding space 207 is formed between the two guiding inclined surfaces 206. The first connecting end 203 is located within the two guiding spaces 207. It further includes a support wheel 4, and the support wheel 4 is arranged at the end of the guiding inclined surface 206.

[0043] In this embodiment, the two guiding inclined surfaces 206 symmetrically arranged on the connecting frame 202 play a crucial role. During the process of installing the bracket 2 under the vehicle, the guiding space 207 formed by these two guiding inclined surfaces 206 provides accurate guidance for the clamping connection of the first connection end 203 and the second connection end 205. When manually or by equipment moving the first frame body 201 and the second frame body 204 for docking, even if there is a slight deviation in the initial position, the guiding inclined surface 206 can automatically guide the first connection end 203 into the correct position to ensure smooth clamping connection between the two. The supporting wheels 4 are arranged at the ends of the guiding inclined surfaces 206, so that when the first frame body 201 moves, it will not rub against the ground, further improving the convenience and smoothness of the operation. In actual operation, the supporting wheels 4 make the movement and docking of the bracket 2 easier. When installing the bracket 2 in a relatively narrow operation space, without the assistance of the guiding inclined surfaces 206 and the supporting wheels 4, the installation process may be difficult and time-consuming due to the limitation of the operation space and the difficulty in precise alignment. However, with their existence, the installation process becomes efficient and smooth. At the same time, the cooperation of the guiding inclined surfaces 206 and the supporting wheels 4 can effectively avoid potential damage to the structure of the bracket 2 caused by collision or jamming during the installation process. It extends the service life of the equipment, reduces the maintenance cost, and ensures the stability and reliability of the equipment during long-term use.

[0044] Furthermore, the first connection end 203 has an installation cavity 208, the second connection end 205 has a fixing groove 209, and it further includes a fixing member 5. The fixing member 5 is slidably arranged in the installation cavity 208. After the fixing member 5 slides, it slides into or out of the fixing groove 209. The fixing member 5 has a guiding surface 501.

[0045] In this embodiment, the design of the mounting cavity 208 of the first connecting end 203, the fixing groove 209 of the second connecting end 205, and the slidable fixing member 5 plays an important role. When assembling the bracket 2, the first and second connecting ends 203 and 205 are brought close together, and the fixing member 5 slides within the mounting cavity 208. When the fixing member 5 slides into the fixing groove 209, the first and second connecting ends 203 and 205 are securely connected, ensuring that the two connecting ends will not loosen or separate during the vehicle lifting process. The guide surface 501 serves to ensure that in the actual connection process, if the docking is misaligned, the fixing member 5 can still slide stably into the fixing groove 209. During training to simulate uncontrolled driving, the vehicle experiences significant shaking and vibration. Without a secure connection, the first and second connecting ends 203 and 205 may become loose, affecting the safety and stability of the training. However, the tight fixation of the fixing member 5 effectively prevents this from occurring. The sliding operation of the fixing member 5 within the fixing groove 209 is simple and quick, improving the efficiency of bracket 2 assembly. Even during frequent use and disassembly, the fixing member 5 remains able to slide smoothly and accurately, ensuring that each assembly can be completed quickly and the connection is secure. This design enhances the reliability and durability of the device and provides a solid foundation for simulated loss of control driving training.

[0046] Furthermore, a linear drive member 6 is included. The linear drive member 6 is arranged in the installation cavity 208 to drive the fixing member 5 to slide.

[0047] In this embodiment, a linear actuator 6 is disposed within the mounting cavity 208, providing power support for the sliding movement of the fixing member 5. When the bracket 2 needs to be assembled, the linear actuator 6 is activated, precisely and quickly driving the fixing member 5 to slide within the mounting cavity 208. During operation, the linear actuator 6 responds quickly, pushing the fixing member 5 into the fixing slot 209 almost instantly upon activation, achieving a quick connection between the first connection end 203 and the second connection end 205. In large-scale driving training centers, the bracket 2 needs to be frequently assembled and disassembled to meet the training needs of different vehicles. Traditional manual operation methods can cause the fixing member 5 to slide out of position or too slowly due to human error, thus affecting work efficiency. The presence of the linear actuator 6 greatly improves assembly efficiency and reduces waiting time. Furthermore, the linear actuator 6 provides stable and consistent driving force, ensuring that the sliding distance and force of the fixing member 5 are accurate each time, thereby ensuring a reliable and stable connection. Even in long-term use, the linear actuator 6 maintains reliable performance and is less prone to failure, reducing equipment maintenance costs and repair frequency. This design makes the use of the equipment more convenient, efficient and reliable, and provides a strong guarantee for the training of simulating motor vehicle driving out of control.

[0048] Furthermore, both the first frame body 201 and the second frame body 204 are telescopic frame bodies. The connecting frame 202 has a telescopic rod, and the first connecting end 203 is arranged at the end of the telescopic rod.

[0049] In this embodiment, the design that both the first frame body 201 and the second frame body 204 are telescopic frame bodies, combined with the telescopic rod of the connecting frame 202, enables the bracket 2 to be flexibly adjusted according to the size and shape of the vehicle. When facing vehicles with different wheelbases and track widths, it can be easily adapted by extending or contracting the telescopic frame bodies. For a large bus with a long wheelbase for simulation training, only need to extend the telescopic frame bodies so that the first connecting end 203 and the second connecting end 205 can be clamped at appropriate positions, thereby providing stable lifting support for the vehicle. This telescopic design brings various effects. First, it greatly improves the versatility of the equipment. Whether it is a small car, a medium-sized truck or a large bus, accurate lifting can be achieved by adjusting the telescopic frame bodies, without the need to prepare brackets 2 of multiple specifications for different vehicle models. Second, it is more convenient and efficient during the operation process. There is no need to replace brackets 2 of different sizes cumbersome, saving time and labor costs. Moreover, the existence of the telescopic rod makes the installation and disassembly of the bracket 2 more flexible. Even in an environment with limited space, the operation can be conveniently carried out by contracting the frame body. In short, the telescopic design of the first frame body 201 and the second frame body 204 enhances the adaptability and practicality of the equipment, providing convenience and reliable support for the simulation driving out-of-control training of various vehicle models.

[0050] Furthermore, the second connecting end 205 has a first guiding inclined surface 210, and the first connecting end 203 has a second guiding inclined surface 211. The first guiding inclined surface 210 is used for guiding the second guiding inclined surface 211, and the second connecting end 205 slides into the guiding space 207 under the action of the first guiding inclined surface 210 and the second guiding inclined surface 211.

[0051] In this embodiment, the first guiding inclined surface 210 of the second connection end 205 and the second guiding inclined surface 211 of the first connection end 203 cooperate with each other and play an important role. When assembling the bracket 2, under the guidance of the first guiding inclined surface 210 and the second guiding inclined surface 211, the second connection end 205 can smoothly slide into the guiding space 207. During the operation, even if the initial alignment of the assembler is not precise enough, these two guiding inclined surfaces 206 can automatically guide the second connection end 205 to accurately enter the guiding space 207, greatly improving the efficiency and convenience of the assembly. In a relatively urgent training scenario, it is necessary to quickly complete the installation of the bracket 2. Without the guidance of these two guiding inclined surfaces 206, a large amount of time will be wasted due to the difficulty of alignment during the installation process, affecting the training progress. With their existence, the number of adjustments and attempts during the installation process is greatly reduced, making the entire assembly process rapid and smooth. At the same time, the guiding design also reduces the requirements for the skills and experience of the operator, making the assembly of the bracket 2 easier to operate and reducing installation problems caused by human errors. The design of the first guiding inclined surface 210 and the second guiding inclined surface 211 effectively improves the efficiency and accuracy of equipment assembly, providing a strong guarantee for the smooth progress of the simulated motor vehicle driving out-of-control training.

[0052] Furthermore, it further includes a radar sensor 7, and the radar sensor 7 is arranged on one side of the bracket 2.

[0053] In this embodiment, when the vehicle conducts simulated out-of-control training on the bracket 2, the radar sensor 7 can real-time monitor the distance and relative position between the vehicle and the surrounding environment. During the training process, when the vehicle has a large deviation and is about to approach the boundary of the training ground or other obstacles, the radar sensor 7 will quickly sense it and transmit the relevant information to the control system. This greatly improves the safety of the training. It avoids the vehicle colliding with surrounding objects due to being out of control, causing vehicle damage or personal injury. It can provide more accurate feedback to the driver. Let the driver understand the impact of their operations on the vehicle position, which helps to improve their spatial perception and control ability. When conducting continuous multiple trainings, the radar sensor 7 can record the driving trajectory and position changes of the vehicle each time, providing data support for subsequent training analysis and improvement. The setting of the radar sensor 7 enhances the safety of the equipment and the accuracy of training effect evaluation, providing a more reliable guarantee for the simulated motor vehicle driving out-of-control training.

[0054] Furthermore, it further includes a hydraulic drive 8, and the hydraulic drive 8 is controlled by the controller and is used to drive the lifting of the bracket 2.

[0055] In this embodiment, the equipped hydraulic drive 8 plays a key role in the simulated driving out-of-control training. The hydraulic drive 8 is precisely controlled by the controller to achieve the lifting action of the carriage 2. At the beginning of the training, the controller issues an instruction, and the hydraulic drive 8 responds quickly, smoothly and powerfully lifting the carriage 2, gradually reducing the grip of the vehicle wheels, thus simulating an out-of-control state. During the training process, it is necessary to adjust the height of the carriage 2 according to different training stages and scenarios, and the controller can flexibly change the working parameters of the hydraulic drive 8. The lifting process is stable and reliable, without sudden jams or severe vibrations, providing a relatively stable simulation environment for the driver, enabling them to focus more on driving operations and coping with out-of-control situations. The hydraulic drive 8 has a fast response speed and can be adjusted in a timely manner according to the instructions of the controller to meet the rapid switching of different training requirements. Its powerful driving force can support various types and weights of vehicles for simulation training, with wide applicability. Under the precise control of the controller, the hydraulic drive 8 provides efficient, stable and flexible lifting support for the simulated motor vehicle driving out-of-control training, greatly improving the quality and effect of the training.

[0056] Further, it also includes a controller for controlling the lifting of the hydraulic drive 8.

[0057] In this embodiment, the controller is specifically used to precisely regulate the lifting action of the hydraulic drive 8. When the training starts, the coach operates the controller to issue an instruction to the hydraulic drive 8. The controller can quickly and accurately convey the instruction to the hydraulic drive 8, causing it to start the lifting action. During the training process, it is necessary to gradually increase the difficulty of the simulated out-of-control situation, and the controller can precisely control the lifting speed and amplitude of the hydraulic drive 8. High-precision control is achieved. The controller can control the lifting accuracy of the hydraulic drive 8 within a very small error range, ensuring that each simulated out-of-control state meets the training requirements and providing an accurate and targeted training experience for the driver. The safety of the training is improved. The controller can preset a safety threshold. Once the working parameters of the hydraulic drive 8 exceed the safe range, the controller will immediately issue a stop or adjustment instruction to prevent accidents. The flexibility of the training is enhanced. According to the skill levels and training stages of different drivers, the controller can adjust the lifting mode of the hydraulic drive 8 at any time to meet diverse training needs. The precise control of the controller over the lifting of the hydraulic drive 8 provides reliable, safe and flexible technical support for the simulated motor vehicle driving out-of-control training, effectively improving the quality and effect of the training.

[0058] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention, and they should all be covered within the scope of the claims of the present invention.

Claims

1. An equipment device for simulating out-of-control in motor vehicle driving, characterized in that, Including: Wheel frame (1), Bracket (2), the bracket (2) is arranged to be lifted on the wheel frame (1), and four end corners of the bracket (2) are connected to the wheel frame (1) for lifting, and the bracket (2) is used for lifting a locomotive. Wheel body (3), the wheel body (3) is arranged on the wheel frame (1).

2. The device for simulating out-of-control during motor vehicle driving according to claim 1, wherein The bracket (2) includes: First frame body (201), both ends of the first frame body (201) are arranged to be lifted on two of the wheel frames (1) respectively. The first frame body (201) has a connecting frame (202), and the connecting frame (202) has a first connection end (203). Second frame body (204), both ends of the second frame body (204) are arranged to be lifted on one of the wheel frames (1) respectively. The second frame body (204) has a second connection end (205), and the first connection end (203) and the second connection end (205) are clamped with each other.

3. An apparatus for simulating out-of-control in motor vehicle driving according to claim 2, characterized in that, The connecting frame (202) has guiding inclined surfaces (206). There are two guiding inclined surfaces (206), and the two guiding inclined surfaces (206) are symmetrically arranged. A guiding space (207) is formed between the two guiding inclined surfaces (206). The first connection end (203) is located in the two guiding spaces (207). It further includes: Supporting wheels (4), the supporting wheels (4) are arranged at the ends of the guiding inclined surfaces (206).

4. The device for simulating out-of-control during motor vehicle driving according to claim 2, characterized in that, The first connection end (203) has an installation cavity (208), and the second connection end (205) has a fixing groove (209). It further includes: Fixing member (5), the fixing member (5) is slidably arranged in the installation cavity (208). After the fixing member (5) slides, it slides into or out of the fixing groove (209). The fixing member (5) has a guiding surface (501).

5. An apparatus for simulating out-of-control during motor vehicle driving according to claim 4, characterized in that, It further includes: Linear driving member (6), the linear driving member (6) is arranged in the installation cavity (208) to drive the fixing member (5) to slide.

6. An apparatus for simulating out-of-control during motor vehicle driving according to claim 2, characterized in that, Both the first frame body (201) and the second frame body (204) are telescopic frame bodies. The connecting frame (202) has a telescopic rod, and the first connection end (203) is arranged at the end of the telescopic rod.

7. An apparatus for simulating out-of-control during motor vehicle driving according to claim 3, characterized in that, The second connection end (205) has a first guiding inclined surface (210), and the first connection end (203) has a second guiding inclined surface (211). The first guiding inclined surface (210) is used for guiding the second guiding inclined surface (211). The second connection end (205) slides into the guiding space (207) under the action of the first guiding inclined surface (210) and the second guiding inclined surface (211).

8. An apparatus for simulating out-of-control in motor vehicle driving according to claim 1, characterized in that, It further includes: Radar sensor (7), the radar sensor (7) is arranged on one side of the bracket (2).

9. An apparatus for simulating out-of-control during motor vehicle driving according to claim 1, wherein, It further includes: Hydraulic driving member (8), the hydraulic driving member (8) is used to drive the lifting of the bracket (2).

10. An apparatus for simulating out-of-control in motor vehicle driving according to claim 9, characterized in that, It further includes: Controller, the controller is used to control the lifting of the hydraulic driving member (8).

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