Steering out-of-control simulation device

Abstract

The utility model relates to the technical field of learner-driven vehicles, and provides a steering out-of-control simulation device which comprises a main steering wheel coupling shaft, a main steering wheel, a clutch, an auxiliary steering wheel rotating shaft and an auxiliary steering wheel, and the lower end of the main steering wheel coupling shaft is used for being rotationally arranged on a vehicle body; the main steering wheel is arranged at the upper end of the main steering wheel coupling shaft; the clutch is rotationally arranged on a vehicle body, located on the periphery of the main steering wheel coupling shaft and used for being in transmission connection with the main steering wheel coupling shaft after being powered on; the upper end of the auxiliary steering wheel rotating shaft is in transmission connection with the clutch, and the lower end of the auxiliary steering wheel rotating shaft is used for being connected with a steering gear. The auxiliary steering wheel is arranged at the upper end of the auxiliary steering wheel rotating shaft. By means of the technical scheme, the technical problem that a steering out-of-control simulation device capable of enabling a trainee to simulate steering out-of-control in a real vehicle mode is urgently needed in the related technology is solved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present disclosure relate to the technical field of coach car, in particular, to a steering out of control simulation device. BACKGROUND

[0002] The steering mechanism out of control during the driving of the automobile is a dangerous situation that may be encountered in the driving of the automobile. The reasons for the steering mechanism out of control mainly include the following aspects: ① slippery road in rainy and snowy days; ② rear shift of the gravity center when climbing, and too light load of the steering wheel; ③ damage of the steering mechanism or the braking system of the automobile, etc. When the steering mechanism of the automobile is out of control, if the correct operation cannot be performed, a traffic accident may be caused, and the automobile may be destroyed and the people may be killed.

[0003] At present, the teaching of the steering mechanism out of control of the automobile only exists in the theoretical stage, and the trainee can only simulate the control action through the operation key, cannot personally experience the state of the automobile body when the steering mechanism is out of control, and cannot perform the corresponding operation according to the change of the automobile body. Therefore, a steering out of control simulation device that can enable the trainee to simulate the steering out of control of the automobile is urgently needed. CONTENT OF THE INVENTION

[0004] In order to overcome the above defects, embodiments of the present disclosure provide a steering out of control simulation device, which solves the technical problem of the related art that a steering out of control simulation device that can enable the trainee to simulate the steering out of control of the automobile is urgently needed.

[0005] According to one aspect, at least one embodiment of the present disclosure provides a steering out of control simulation device, which is arranged on a vehicle body and connected with a steering mechanism on the vehicle body, and the steering out of control simulation device comprises:

[0006] a main steering wheel adapter shaft, a lower end of the main steering wheel adapter shaft being arranged to rotate on the vehicle body;

[0007] a main steering wheel, the main steering wheel being arranged at an upper end of the main steering wheel adapter shaft and used to drive the main steering wheel adapter shaft to rotate;

[0008] a clutch, the clutch being arranged to rotate on the vehicle body, the clutch being located outside the main steering wheel adapter shaft and below the main steering wheel, and the clutch being used to be in transmission connection with the main steering wheel adapter shaft after being powered on;

[0009] a sub steering wheel rotating shaft, the sub steering wheel rotating shaft being arranged to rotate on the vehicle body, an upper end of the sub steering wheel rotating shaft being in transmission connection with the clutch, and a lower end of the sub steering wheel rotating shaft being used to be connected with the steering mechanism;

[0010] a sub steering wheel, the sub steering wheel being arranged at the upper end of the sub steering wheel rotating shaft and used to drive the sub steering wheel rotating shaft to rotate.

[0011] For example, the steering out-of-control simulation device provided by at least one embodiment of the present disclosure further comprises a main steering wheel adapter disc, which is located between the main steering wheel and the clutch, and the upper end of the main steering wheel adapter disc is detachably connected with the main steering wheel, and the lower end of the main steering wheel adapter disc is detachably connected with the upper end of the main steering wheel adapter shaft.

[0012] For example, the steering out-of-control simulation device provided by at least one embodiment of the present disclosure further comprises:

[0013] A main steering wheel, which is connected with the clutch and is rotationally arranged at the periphery of the main steering wheel adapter shaft;

[0014] A sub steering wheel, which is coaxially arranged with the sub steering wheel rotating shaft and is connected with the sub steering wheel rotating shaft;

[0015] A transmission bar, which is in transmission connection with the main steering wheel and the sub steering wheel at the same time.

[0016] For example, the steering out-of-control simulation device provided by at least one embodiment of the present disclosure further comprises a guide plate, which is arranged on the vehicle body and is located between the main steering wheel and the sub steering wheel, and the transmission bar is overlapped with the guide plate.

[0017] For example, the steering out-of-control simulation device provided by at least one embodiment of the present disclosure further comprises a protective cover, which is arranged on the guide plate, and a transmission bar sliding cavity is left between the protective cover and the guide plate, and the transmission bar is in sliding fit with the transmission bar sliding cavity.

[0018] For example, the protective cover and the guide plate are detachably connected.

[0019] For example, the guide plate has a guide groove on the upper end surface, the main steering wheel and the sub steering wheel are sprockets, the transmission bar is a chain, and the transmission bar comprises:

[0020] A chain pin, the axis of which is arranged in the up-down direction, and the number of the chain pins is multiple;

[0021] A lower chain plate, which is connected between the lower ends of two adjacent chain pins, and the number of the lower chain plates is multiple, and two adjacent lower chain plates are arranged in an up-down staggered manner, and the lower chain plates are used to form a sliding fit with the guide groove;

[0022] A shaft sleeve is sleeved on the chain pin periphery, a lower end surface of the shaft sleeve is in contact with the lower chain plate above, and the shaft sleeve is used for forming a sliding fit with the guide groove;

[0023] An upper chain plate is connected between upper ends of two adjacent chain pins, the number of the upper chain plates is multiple, two adjacent upper chain plates are staggered up and down, a lower upper chain plate is overlapped with an upper end surface of the shaft sleeve, and is used for overlapping and forming a sliding fit with the guide plate.

[0024] For example, in the steering out-of-control simulation device provided by at least one embodiment of the present disclosure, the guide groove comprises:

[0025] An upper shaft sleeve groove, the shaft sleeve is used for passing through the upper shaft sleeve groove;

[0026] A lower chain plate groove, the width of the lower chain plate groove is greater than the width of the upper shaft sleeve groove, an upper end of the lower chain plate groove is in communication with a lower end of the upper shaft sleeve groove, and the lower chain plate is used for passing through the lower chain plate groove.

[0027] For example, in the steering out-of-control simulation device provided by at least one embodiment of the present disclosure, a gap is left between the outer wall of the shaft sleeve and the upper shaft sleeve groove.

[0028] For example, in the steering out-of-control simulation device provided by at least one embodiment of the present disclosure, a gap is left between a lower end surface of the lower chain plate below and the lower chain plate groove.

[0029] The embodiments of the present disclosure have the following beneficial effects: During simulation, the trainee sits behind the main steering wheel, the coach sits behind the auxiliary steering wheel, under normal circumstances, the clutch is powered on and connected in transmission with the main steering wheel adapter shaft, the coach does not operate the auxiliary steering wheel, when the trainee rotates the main steering wheel, the force can be accurately transmitted to the clutch through the main steering wheel adapter shaft, the clutch transmits the force to the auxiliary steering wheel rotating shaft, so that the auxiliary steering wheel rotates with the auxiliary steering wheel rotating shaft, and the auxiliary steering wheel rotating shaft transmits the force to the steering gear, thereby controlling the direction of the vehicle body.

[0030] When the coach cuts off the power supply of the clutch, the clutch is separated from the main steering wheel adapter shaft, and the trainee cannot control the direction of the vehicle body through the main steering wheel, and the steering is out of control, so that the trainee can personally feel the state of the vehicle body when the steering is out of control, and make corresponding operations according to the change of the vehicle body. Even if the trainee cannot make correct operations in time, the coach can operate the auxiliary steering wheel to transmit the force to the auxiliary steering wheel rotating shaft, the clutch rotates with the auxiliary steering wheel rotating shaft, and the auxiliary steering wheel rotating shaft transmits the force to the steering gear, thereby controlling the direction of the vehicle body, so as to ensure that the vehicle can quickly travel in the direction expected by the coach, and ensure the safety of driving. BRIEF DESCRIPTION OF DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments of the present disclosure will be briefly introduced. Obviously, the drawings in the following description are only some of the example embodiments of the present disclosure. Other drawings can be obtained by those skilled in the art without any creative effort on the basis of the contents of the example embodiments of the present disclosure and the drawings.

[0032] Figure 1 Structure schematic diagram in the first direction for one embodiment of the present disclosure;

[0033] Figure 2 Structure schematic diagram in the second direction for one embodiment of the present disclosure;

[0034] Figure 3 Structure schematic diagram in the third direction for one embodiment of the present disclosure;

[0035] Figure 4 Sectional view of the connection between the main steering wheel adapter shaft and the main steering wheel in one embodiment of the present disclosure;

[0036] Figure 5 Top view of the connection between the transmission bar and the guide plate in one embodiment of the present disclosure;

[0037] Figure 6 Structure schematic diagram of the connection between the protective cover and the guide plate in one embodiment of the present disclosure;

[0038] Figure 7 Structure schematic diagram of the connection between the transmission bar and the guide plate in one direction in one embodiment of the present disclosure;

[0039] Figure 8 Structure schematic diagram of the connection between the transmission bar and the guide plate in another direction in one embodiment of the present disclosure.

[0040] In the drawings: 1, main steering wheel adapter shaft, 2, main steering wheel, 3, clutch, 4, auxiliary steering wheel rotating shaft, 5, auxiliary steering wheel, 6, main steering wheel adapter disc, 7, main steering wheel, 8, auxiliary steering wheel, 9, transmission bar, 9-1, chain pin, 9-2, lower chain plate, 9-3, shaft sleeve, 9-4, upper chain plate, 10, guide plate, 11, protective cover, 12, transmission bar sliding cavity, 13, guide groove, 13-1, upper shaft sleeve groove, 13-2, lower chain plate groove. DETAILED DESCRIPTION

[0041] The present disclosure will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present disclosure, but not to limit the present disclosure.

[0042] For the purpose of clarity, only the parts of the apparatus that are pertinent to the disclosure have been shown in the drawings, and they do not necessarily represent the actual size or shape of the product. In addition, for the purpose of clarity, in some of the drawings, only one of the parts having the same structure or function has been shown schematically, or only one of them has been labeled. In this document, "one" means not only "only one", but also "more than one", and "several" includes "two" and "more than two".

[0043] In this document, unless otherwise explicitly specified and limited, the terms "mount", "connected", "connection" should be understood broadly, for example, can be fixed connection, can also be detachable connection, or integral connection; can be mechanical connection, can also be electrical connection; can be direct connection, can also be indirect connection through an intermediate medium, can be internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the disclosure can be understood according to the specific circumstances.

[0044] In this disclosure, unless otherwise explicitly specified and limited, "on" or "under" of the first feature to the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, "on", "above" and "above" of the first feature to the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the first feature is higher than the second feature in horizontal height. "Under", "below" and "below" of the first feature to the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the first feature is lower than the second feature in horizontal height.

[0045] In the description of the present embodiment, the terms "upper", "lower", "left", "right" and other orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present disclosure.

[0046] In addition, in the description of the present application, the terms "first", "second" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0047] As Figures 1-4As shown in the figure, it shows a steering runaway simulation device in an embodiment of the present disclosure, which is arranged on the vehicle body and connected with the steering gear on the vehicle body. The steering runaway simulation device comprises a main steering wheel adapter shaft 1, a main steering wheel 2, a clutch 3, a secondary steering wheel rotating shaft 4 and a secondary steering wheel 5. The lower end of the main steering wheel adapter shaft 1 is arranged to rotate on the vehicle body. The main steering wheel 2 is arranged at the upper end of the main steering wheel adapter shaft 1 and used to drive the main steering wheel adapter shaft 1 to rotate. The clutch 3 is arranged to rotate on the vehicle body. The clutch 3 is located outside the main steering wheel adapter shaft 1 and below the main steering wheel 2. The clutch 3 is used to drive connection with the main steering wheel adapter shaft 1 after being powered on. The secondary steering wheel rotating shaft 4 is arranged to rotate on the vehicle body. The upper end of the secondary steering wheel rotating shaft 4 is in driving connection with the clutch 3. The lower end of the secondary steering wheel rotating shaft 4 is used to connect with the steering gear. The secondary steering wheel 5 is arranged at the upper end of the secondary steering wheel rotating shaft 4 and used to drive the secondary steering wheel rotating shaft 4 to rotate.

[0048] For example, as shown in the figures, Figure 1 , Figure 2 , Figure 3 and Figure 4 , the main steering wheel 2 and the secondary steering wheel 5 are both the starting point of control. The main steering wheel 2 is fixed on the main steering wheel adapter shaft 1 by fastening means, and the secondary steering wheel 5 is fixed on the secondary steering wheel rotating shaft 4. The clutch 3 is preferably an electromagnetic clutch, which has high precision, fast response speed, high accuracy of clutching and combining, and reliable operation. In normal state, even if the main steering wheel adapter shaft 1 rotates, as long as the clutch 3 is not powered on, the two are relatively independent, and power cannot be transmitted. Once the clutch 3 is powered on and works, the main steering wheel adapter shaft 1 can smoothly guide the power. The clutch 3 adopts a vehicle-mounted power supply mode. As long as the vehicle body is powered on at any time, the steering gear can work normally, which can greatly improve the reliability and convenience of the system and effectively avoid the risk of steering control failure caused by power problems.

[0049] During simulation, the trainee sits behind the main steering wheel 2, and the coach sits behind the secondary steering wheel 5. In normal condition, the clutch 3 is powered on and in driving connection with the main steering wheel adapter shaft 1. The coach does not operate the secondary steering wheel 5. When the trainee rotates the main steering wheel 2, the power can be accurately transmitted to the clutch 3 through the main steering wheel adapter shaft 1. The clutch 3 transmits the power to the secondary steering wheel rotating shaft 4, and the secondary steering wheel rotating shaft 4 transmits the power to the steering gear, so as to control the direction of the vehicle body.

[0050] When the coach cuts off the power supply of the clutch 3, the clutch 3 is separated from the main steering wheel adapter shaft 1, and the trainee can no longer steer the vehicle body through the main steering wheel 2, and the steering is out of control, so that the trainee can personally feel the state of the vehicle body when the steering is out of control, and make corresponding operations according to the change of the vehicle body. Even if the trainee cannot make correct operations in time, the coach can operate the auxiliary steering wheel 5 to transmit power to the auxiliary steering wheel rotating shaft 4, and the clutch 3 rotates with the auxiliary steering wheel rotating shaft 4, and the auxiliary steering wheel rotating shaft 4 transmits power to the steering engine, so as to steer the vehicle body, so as to ensure that the vehicle can quickly move in the direction expected by the coach, and ensure the safety of driving.

[0051] In some examples, the steering out-of-control simulation device further comprises a main steering wheel adapter disc 6, which is located between the main steering wheel 2 and the clutch 3, and the upper end of the main steering wheel adapter disc 6 is detachably connected with the main steering wheel 2, and the lower end of the main steering wheel adapter disc 6 is detachably connected with the upper end of the main steering wheel adapter shaft 1.

[0052] For example, as shown in Figure 1 、 Figure 2 、 Figure 3 and Figure 4 When the main steering wheel 2 rotates, the main steering wheel adapter disc 6 transmits the rotating action of the main steering wheel 2 to the main steering wheel adapter shaft 1, and the main steering wheel adapter shaft 1 provides stable support for the main steering wheel adapter disc 6, and the main steering wheel adapter disc 6 provides stable support for the main steering wheel 2, so that the main steering wheel 2 can rotate smoothly. The detachable connection mode facilitates the installation, disassembly and maintenance of the device, and if a component fails, it can be quickly replaced, reducing maintenance cost and time.

[0053] In some examples, the steering out-of-control simulation device further comprises a main steering wheel 7, an auxiliary steering wheel 8 and a transmission bar 9, the main steering wheel 7 is connected with the clutch 3 and is rotatably arranged on the periphery of the main steering wheel adapter shaft 1; the auxiliary steering wheel 8 is coaxially arranged with the auxiliary steering wheel rotating shaft 4 and is connected with the auxiliary steering wheel rotating shaft 4; and the transmission bar 9 is in transmission connection with the main steering wheel 7 and the auxiliary steering wheel 8.

[0054] For example, as shown in Figure 1 、 Figure 2 and Figure 3As shown, the clutch 3 is connected with the main direction wheel 7, when the clutch 3 transmits power, the main direction wheel 7 rotates, and pulls the auxiliary direction wheel 8 to rotate through the transmission bar 9 engaged with it, the auxiliary direction wheel 8 drives the auxiliary steering wheel rotating shaft 4 to rotate, and then controls the vehicle body direction. During the whole process, the transmission bar 9 can play a key role in flexible connection and power transmission, accurately transmitting the rotating power of the main direction wheel 7 to the auxiliary direction wheel 8 across a certain spatial distance, which can ensure the continuity and stability of power transmission. Moreover, compared with simply relying on shaft connection transmission, the chain wheel and chain structure can adapt to more complex vehicle body layout, flexibly change the power transmission direction, and can avoid power transmission obstruction caused by component layout limitation. Moreover, this structure can effectively buffer instantaneous impact load, protect the clutch 3, and can prolong the service life of the clutch 3.

[0055] In some examples, the steering out-of-control simulation device further comprises a guide plate 10, which is arranged on the vehicle body and located between the main direction wheel 7 and the auxiliary direction wheel 8, and the transmission bar 9 is overlapped with the guide plate 10.

[0056] For example, as shown in Figure 1 , Figure 2 , Figure 3 and Figure 5 , when the transmission bar 9 is driven to operate by the main direction wheel 7 and the auxiliary direction wheel 8, the guide plate 10 can provide support for it, constrain the vertical displacement of the transmission bar 9, prevent the transmission bar 9 from sagging due to its own gravity or shaking during operation, and even from disengaging from the main direction wheel 7 and the auxiliary direction wheel 8, so as to ensure that the transmission bar 9 always maintains good engagement state with the main direction wheel 7 and the auxiliary direction wheel 8, which can effectively improve the stability of the transmission bar 9 operation, reduce the risk of power transmission interruption caused by loose or falling chain, and improve the reliability of the whole steering control system.

[0057] In some examples, the steering out-of-control simulation device further comprises a protective cover 11 arranged on the guide plate 10, and a transmission bar sliding cavity 12 is left between the protective cover 11 and the guide plate 10, and the transmission bar 9 and the transmission bar sliding cavity 12 form a sliding fit.

[0058] For example, as shown in Figure 1 , Figure 2 , Figure 3 , Figure 5 and Figure 6 , the protective cover 11 is installed on the periphery of the guide plate 10, and the guide plate 10 and the transmission bar 9 above it are covered in it, and the transmission bar 9 can slide through the transmission bar sliding cavity 12 between the protective cover 11 and the guide plate 10 without affecting the normal use of the transmission bar 9. The protective cover 11 can protect the transmission bar 9 from damage and avoid dangerous situations such as steering out-of-control caused by failure, and at the same time can better protect the personal safety of students and coaches when operating in the vehicle body.

[0059] In some examples, the protective cover 11 and the guide plate 10 are detachably connected.

[0060] For example, the protective cover 11 and the guide plate 1 can be fixed by bolts, clips, etc. When the transmission bar 9 needs to be maintained, repaired or cleaned, the operator only needs to remove the protective cover 11 from the guide plate 10, which can improve the maintainability of the device, shorten the maintenance time, enable maintenance personnel to quickly and efficiently deal with the problems of transmission components, reduce vehicle downtime, and improve the utilization rate of teaching vehicles.

[0061] In some examples, the upper end face of the guide plate 10 has a guide groove 13, the main directional wheel 7 and the secondary directional wheel 8 are both sprockets, the transmission bar 9 is a chain, and the transmission bar 9 includes a chain pin 9-1, a lower chain plate 9-2, a bushing 9-3, and an upper chain plate 9-4. The axis of the chain pin 9-1 is arranged in the vertical direction, and there are multiple chain pins 9-1; the lower chain plate 9-2 is connected between the lower ends of two adjacent chain pins 9-1, and there are multiple lower chain plates 9-2. The two adjacent lower chain plates 9-2 are staggered vertically, and the lower chain plate 9-2 is used for... The guide groove 13 forms a sliding fit; the bushing 9-3 is fitted around the chain pin 9-1, and the lower end face of the bushing 9-3 contacts the upper lower chain plate 9-2. The bushing 9-3 is used to form a sliding fit with the guide groove 13; the upper chain plate 9-4 is connected between the upper ends of two adjacent chain pins 9-1. There are multiple upper chain plates 9-4. The two adjacent upper chain plates 9-4 are staggered. The lower upper chain plate 9-4 overlaps with the upper end face of the bushing 9-3 and is used to overlap with the guide plate 10 to form a sliding fit.

[0062] For example, such as Figure 5 , Figure 7 and Figure 8 As shown, the guide groove 13 on the upper surface of the guide plate 10 provides a running track for the transmission bar 9. The chain pins 9-1 of the transmission bar 9 are arranged in the vertical direction and form the skeleton support structure of the transmission bar 9. The lower chain plate 9-2 is connected between the lower ends of two adjacent chain pins 9-1, and its width is designed to allow it to pass smoothly through the guide groove 13. The bushing 9-3 is fitted around the chain pins 9-1 and clamped between the lower upper chain plate 9-4 and the upper lower chain plate 9-2. Its outer diameter is designed to allow it to pass smoothly through the guide groove 13, which can both limit the lateral movement within the guide groove 13 and not hinder the flexible bending of the chain. The upper chain plate 9-4 is connected between the upper ends of two adjacent chain pins 9-1. The lower upper chain plate 9-4 forms a sliding fit with the guide plate 10, ensuring that the chain can slide smoothly along the guide groove 13 during operation while maintaining the overall structural stability and accurately transmitting power. By cooperating with the guide groove 13 and the various components of the chain, the transmission bar 9 can be prevented from shifting significantly in the front-to-back direction during operation, thereby further improving the running accuracy and stability of the transmission bar 9.

[0063] In some examples, the guide slot 13 includes an upper shaft sleeve slot 13-1 and a lower chain plate slot 13-2, the shaft sleeve 9-3 is used to pass through the upper shaft sleeve slot 13-1; the width of the lower chain plate slot 13-2 is greater than that of the upper shaft sleeve slot 13-1, the upper end of the lower chain plate slot 13-2 is communicated with the lower end of the upper shaft sleeve slot 13-1, and the lower chain plate 9-2 is used to pass through the lower chain plate slot 13-2.

[0064] For example, as shown in Figure 7 and Figure 8 , the upper shaft sleeve slot 13-1 precisely positions the shaft sleeve 9-3 in the transverse direction, ensuring that the shaft sleeve 9-3 drives the chain pin 9-1 and the entire transmission bar 9 to run stably in the transverse direction without deviation. The lower chain plate slot 13-2 provides sufficient space for the lower chain plate 9-2 to pass through smoothly, and at the same time, the lower chain plate slot 13-2 can limit the lower chain plate 9-2, preventing the transmission bar 9 from shaking up and down in the guide slot 13 and sliding out of the upper end of the guide slot 13, and the stability is better.

[0065] In some examples, a gap is left between the outer wall of the shaft sleeve 9-3 and the upper shaft sleeve slot 13-1.

[0066] For example, as shown in Figure 7 and Figure 8 , the shaft sleeve 9-3 has a certain space for movement in the upper shaft sleeve slot 13-1. When the transmission bar 9 is slightly deformed or vibrates due to uneven force, speed change and other factors during operation, the shaft sleeve 9-3 can adjust moderately by using the gap to avoid excessive wear or jamming caused by rigid contact, and can maintain the flexible operation characteristics of the transmission bar 9. At the same time, it can reduce the friction force on the transmission bar 9 when passing through the guide slot 13, prolong the service life of the transmission bar 9 and the guide plate 10, reduce damage caused by friction and extrusion between parts, and reduce maintenance costs.

[0067] In some examples, a gap is left between the lower end surface of the lower chain plate 9-2 located below and the lower chain plate slot 13-2.

[0068] For example, as shown in Figure 7 and Figure 8 , by setting the gap, the lower chain plate 9-2 is prevented from directly contacting the guide plate 10, which can reduce the friction between the transmission bar 9 and the guide plate 10 during sliding, and further prolong the service life of the transmission bar 9 and the guide plate 10.

[0069] It should be noted that the above examples are only used to illustrate the technical solutions of the present disclosure and are not limiting. Although the present disclosure has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present disclosure can be modified or replaced equivalently without departing from the spirit and scope of the technical solutions of the present disclosure, which should be covered in the scope of the claims of the present disclosure.

Claims

1. A spinout simulation device for installation on a vehicle body and for connection to a steering gear on said vehicle body, characterized in that, The steering runaway simulation device comprises: a main steering wheel adapter shaft (1) having a lower end arranged to rotate on the vehicle body; a main steering wheel (2) arranged on the upper end of the main steering wheel adapter shaft (1) and configured to rotate the main steering wheel adapter shaft (1); a clutch (3) arranged to rotate on the vehicle body, the clutch (3) being located outside the main steering wheel adapter shaft (1) and below the main steering wheel (2), the clutch (3) being configured to be in driving connection with the main steering wheel adapter shaft (1) when powered; a sub steering wheel rotating shaft (4) arranged to rotate on the vehicle body, the upper end of the sub steering wheel rotating shaft (4) being in driving connection with the clutch (3), and the lower end of the sub steering wheel rotating shaft (4) being configured to be in driving connection with the steering gear; a sub steering wheel (5) arranged on the upper end of the sub steering wheel rotating shaft (4) and configured to rotate the sub steering wheel rotating shaft (4).

2. A spinout simulation device according to claim 1, wherein The steering runaway simulation device further comprises a main steering wheel adapter disc (6) located between the main steering wheel (2) and the clutch (3), the upper end of the main steering wheel adapter disc (6) being detachably connected with the main steering wheel (2), and the lower end of the main steering wheel adapter disc (6) being detachably connected with the upper end of the main steering wheel adapter shaft (1).

3. A spinout simulation device according to claim 1, wherein The steering runaway simulation device further comprises: a main steering wheel (7) connected with the clutch (3) and arranged to rotate outside the main steering wheel adapter shaft (1); a sub steering wheel (8) coaxially arranged with the sub steering wheel rotating shaft (4) and connected with the sub steering wheel rotating shaft (4); a transmission bar (9) in driving connection with the main steering wheel (7) and the sub steering wheel (8).

4. The steering failure simulation device according to claim 3, characterized in that, The steering runaway simulation device further comprises a guide plate (10) arranged on the vehicle body and located between the main steering wheel (7) and the sub steering wheel (8), the transmission bar (9) being overlapped with the guide plate (10).

5. A spinout simulation device according to claim 4, wherein The steering runaway simulation device further comprises a protective cover (11) arranged on the guide plate (10), a transmission bar sliding cavity (12) being formed between the protective cover (11) and the guide plate (10), and the transmission bar (9) being in sliding cooperation with the transmission bar sliding cavity (12).

6. A spinout simulation device according to claim 5, wherein The protective cover (11) and the guide plate (10) are detachably connected.

7. A spinout simulation device according to claim 4, wherein The upper end surface of the guide plate (10) is provided with a guide groove (13), the main steering wheel (7) and the sub steering wheel (8) are sprockets, and the transmission bar (9) is a chain. The chain pin (9-1) has an axis arranged in the up-down direction, and the number of the chain pin (9-1) is multiple. A lower chain plate (9-2) is connected between lower ends of two adjacent chain pins (9-1), the number of the lower chain plates (9-2) is multiple, two adjacent lower chain plates (9-2) are arranged staggeredly, and the lower chain plates (9-2) are used for forming a sliding fit with the guide groove (13); A shaft sleeve (9-3) is sleeved on the periphery of the chain pin (9-1), a lower end surface of the shaft sleeve (9-3) is in contact with the lower lower chain plate (9-2) above, and the shaft sleeve (9-3) is used for forming a sliding fit with the guide groove (13); An upper chain plate (9-4) is connected between upper ends of two adjacent chain pins (9-1), the number of the upper chain plates (9-4) is multiple, two adjacent upper chain plates (9-4) are arranged staggeredly, the upper lower chain plate (9-4) below is overlapped with an upper end surface of the shaft sleeve (9-3), and is used for being overlapped with the guide plate (10) and forming a sliding fit.

8. A spinout simulation device according to claim 7, wherein The guide groove (13) comprises: An upper shaft sleeve groove (13-1), the shaft sleeve (9-3) is used for penetrating through the upper shaft sleeve groove (13-1); A lower chain plate groove (13-2), the width of the lower chain plate groove (13-2) is greater than that of the upper shaft sleeve groove (13-1), an upper end of the lower chain plate groove (13-2) is in communication with a lower end of the upper shaft sleeve groove (13-1), and the lower chain plate (9-2) is used for penetrating through the lower chain plate groove (13-2).

9. A spinout simulation device according to claim 8, wherein, A gap is left between an outer wall of the shaft sleeve (9-3) and the upper shaft sleeve groove (13-1).

10. A spinout simulation device according to claim 8, wherein A gap is left between a lower end surface of the lower lower chain plate (9-2) below and the lower chain plate groove (13-2).

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