Self-compensation damping system of automobile test equipment

Abstract

The utility model relates to a self-compensating damping system of automobile test equipment, which is connected to a driving wheel of an automobile to be tested and comprises a driving wheel fixing rod, a supporting rotating shaft, damping rubber, a chassis support, a heavy-load spring, a heavy-load spring limiting hole and a spring plug, one end of the driving wheel fixing rod is connected with the driving wheel, the other end of the driving wheel fixing rod is supported by the damping rubber, the supporting rotating shaft is installed in the middle of the driving wheel fixing rod, the damping rubber is installed on the chassis support, the heavy-load spring limiting hole is formed in a main body supporting piece of a to-be-tested automobile, and the spring plug is installed at the bottom of the heavy-load spring limiting hole. The heavy-load spring is installed in the heavy-load spring limiting hole, one end of the heavy-load spring is connected with the bottom of the driving wheel fixing rod, the other end of the heavy-load spring is connected with the spring plug, and the heavy-load spring is located in the area between the driving wheel and the supporting rotating shaft in the driving wheel fixing rod. Compared with the prior art, the device has the advantages of being more stable, safer, high in adjusting capacity and the like.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of automobile test equipment, especially to an automobile test equipment's self compensation damping system. BACKGROUND

[0002] With the development of science and technology, intelligent driving cars have become one of the important ways of future travel. In the research and development and testing process of intelligent driving cars, various test equipment needs to be used, among which the simulation dummy is an important device, which can be used to simulate the human body response in the real driving environment, so as to evaluate the safety and reliability of intelligent driving cars. The driving chassis of the simulation dummy is its key part, which needs to be able to simulate the motion state of the human body, and also needs to be able to absorb the vibration caused by the uneven ground, so as to ensure the stability and safety of the simulation dummy.

[0003] As shown in Figure 1 The existing solution is mainly to design the damping system of the driving chassis through the way of gas spring 13, and to realize the buffering through the swing arm 12 connecting the gas spring 13. The advantage of the gas spring is that it can provide stable supporting force, but it needs a larger space, which is a challenge for the driving chassis with limited space.

[0004] There are mainly two aspects of problems. First of all, the existing damping system design often cannot meet the needs of space occupation and carrying capacity at the same time, which limits its application in intelligent driving car testing to some extent. Secondly, the existing damping system has limited adjustment capacity and cannot be flexibly adjusted according to different road conditions, which may affect the stability and safety of the simulation dummy. UTILITY MODEL CONTENTS

[0005] The utility model aims at overcoming the defects of the existing technology that the adjustment capacity of the gas spring is limited and a larger space is needed, and provides an automobile test equipment's self compensation damping system.

[0006] The purpose of the utility model can be realized by the following technical scheme:

[0007] An automobile test equipment's self compensation damping system is connected to the driving wheel of the automobile to be tested, comprising: a driving wheel fixing rod, a support rotating shaft, a damping rubber, a chassis support, a heavy load spring, a heavy load spring limiting hole and a spring plug;

[0008] One end of the drive wheel fixing rod is connected to the drive wheel, and the other end is supported by shock-absorbing rubber. The support rotation shaft is installed in the middle of the drive wheel fixing rod. The shock-absorbing rubber is installed on the chassis support. The heavy-duty spring limiting hole is set on the main support component of the vehicle under test. The spring plug is installed at the bottom of the heavy-duty spring limiting hole. The heavy-duty spring is installed in the heavy-duty spring limiting hole, with one end connected to the bottom of the drive wheel fixing rod and the other end connected to the spring plug. The heavy-duty spring is located in the area between the drive wheel and the support rotation shaft in the drive wheel fixing rod.

[0009] Furthermore, there are multiple heavy-duty springs, heavy-duty spring limiting holes, and spring plugs. Each heavy-duty spring is evenly distributed in the area between the drive wheel and the support rotation shaft in the drive wheel fixing rod, and the number of each heavy-duty spring, heavy-duty spring limiting hole, and spring plug corresponds one-to-one.

[0010] Furthermore, the number of the heavy-duty spring, the heavy-duty spring limiting hole, and the spring plug are all three.

[0011] Furthermore, the multiple heavy-duty springs are of the same type or different types.

[0012] Furthermore, the self-compensating damping system also includes a damping component fixing plate, a plug-in fixing pin, and a damping component fixing bolt. The damping rubber is fixed to the damping component fixing plate by the plug-in fixing pin and the damping component fixing bolt, and the damping component fixing plate is fixed to the chassis support by the plug-in fixing pin and the damping component fixing bolt.

[0013] Furthermore, the supporting rotation shaft is located at one end of the drive wheel fixing rod near the shock-absorbing rubber.

[0014] Furthermore, the cross-section of the damping rubber gradually increases from the top to the bottom.

[0015] Furthermore, the spring plug is detachably connected to the bottom of the heavy-duty spring limiting hole.

[0016] Furthermore, the self-compensating damping system is connected to each drive wheel of the vehicle under test.

[0017] Furthermore, the two ends of the supporting rotating shaft are rotatably connected to the main support component of the vehicle under test.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] (1) The self-compensating shock absorption system of this utility model can adjust the ground clearance of the simulated dummy driving chassis in the car test by increasing or decreasing the number of springs, which is convenient to adapt to different road surfaces and improves the stability and safety of the simulated dummy. This is something that gas springs in the prior art cannot do.

[0020] (2) The self-compensating shock absorption system of this utility model can improve the ability of the drive chassis to withstand the crushing weight of the test vehicle by changing the spring model, material or quantity, and meet the test requirements of heavy vehicles, which is something that gas springs in the prior art cannot achieve.

[0021] (3) The self-compensating shock absorption system of this utility model is reasonably designed, has a compact structure, and occupies little space. It is suitable for drive chassis with limited space, which is incomparable to the gas spring in the prior art, which requires a large space.

[0022] (4) The self-compensating shock absorption system of this utility model has strong adjustment capability and can be flexibly adjusted according to different road conditions, which is incomparable to the limited adjustment capability of gas springs in the prior art.

[0023] (5) The self-compensating shock absorption system of this utility model is easy to replace and maintain. The heavy-duty spring can be installed and removed by the spring plug, and the shock absorption rubber can be quickly replaced by removing the fixing bolt and unscrewing the plug-in fixing pin. This is incomparable to the gas spring in the prior art, which is difficult to disassemble and time-consuming. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of an existing shock absorption system for a test vehicle, provided in the background art of this utility model;

[0025] Figure 2 This is a structural schematic diagram of a self-compensating shock absorption system for an automotive testing device provided in this embodiment of the present invention;

[0026] In the diagram, 1. Drive wheel, 2. Drive wheel fixing rod, 3. Support rotation shaft, 4. Shock-absorbing rubber, 5. Plug-in fixing pin, 6. Shock-absorbing component fixing bolt, 7. Shock-absorbing component fixing plate, 8. Chassis support, 9. Heavy-duty spring limiting hole, 10. Heavy-duty spring, 11. Spring plug, 12. Swing arm, 13. Gas spring. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0028] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0029] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0030] In the description of this utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the utility model product is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0031] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0032] Furthermore, terms such as "horizontal" and "vertical" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0033] Example 1

[0034] like Figure 1 As shown, this embodiment provides a self-compensating damping system for an automotive testing device, which is connected to the drive wheel 1 of the vehicle under test, and includes: a drive wheel fixing rod 2, a support rotating shaft 3, damping rubber 4, a chassis support 8, a heavy-duty spring 10, a heavy-duty spring limiting hole 9, and a spring plug 11.

[0035] One end of the drive wheel fixing rod 2 is connected to the drive wheel 1, and the other end is supported by the shock-absorbing rubber 4. The support rotation shaft 3 is installed in the middle of the drive wheel fixing rod 2. The shock-absorbing rubber 4 is installed on the chassis support 8. The heavy-duty spring limiting hole 9 is set on the main support of the vehicle under test. The spring plug 11 is installed at the bottom of the heavy-duty spring limiting hole 9. The heavy-duty spring 10 is installed in the heavy-duty spring limiting hole 9, and one end is connected to the bottom of the drive wheel fixing rod 2, and the other end is connected to the spring plug 11. The heavy-duty spring 10 is located in the area between the drive wheel 1 and the support rotation shaft 3 in the drive wheel fixing rod 2.

[0036] This design employs high-strength springs to enhance the drive chassis's ability to withstand the weight of the test vehicle. Specifically, the springs can be manufactured from high-strength, high-toughness materials to ensure stability and safety during heavy vehicle testing.

[0037] It also allows for a compact design to save space. Specifically, the spring can be designed as a high-load-bearing spring, which not only increases the spring's load-bearing capacity but also reduces its size, thus saving space.

[0038] Preferably, there are multiple heavy-duty springs 10, heavy-duty spring limiting holes 9, and spring plugs 11. Each heavy-duty spring 10 is evenly distributed in the area between the drive wheel 1 and the support rotation shaft 3 in the drive wheel fixing rod 2, and the number of each heavy-duty spring 10, heavy-duty spring limiting hole 9, and spring plug 11 corresponds one-to-one.

[0039] Preferably, a modular design is implemented, allowing for adjustment of the ground clearance of the simulated dummy-driven chassis by increasing or decreasing the number of springs, thus easily adapting to different road surfaces. This design not only improves the adaptability of the drive chassis but also reduces production and maintenance costs.

[0040] Preferably, the self-compensating damping system further includes a damping component fixing plate 7, a pluggable fixing pin 5, and a damping component fixing bolt 6. The damping rubber 4 is fixed to the damping component fixing plate 7 by the pluggable fixing pin 5 and the damping component fixing bolt 6, and the damping component fixing plate 7 is fixed to the chassis support 8 by the pluggable fixing pin 5 and the damping component fixing bolt 6.

[0041] In this embodiment, there are three heavy-duty springs 10, three heavy-duty spring limiting holes 9, and three spring plugs 11.

[0042] Working principle:

[0043] The drive wheel 1 is supported by three heavy-duty springs 10, creating a large ground clearance. At this time, the drive wheel fixing rod 2 rotates around the supporting rotation axis 3 and stops after contacting the damping rubber 4. The damping rubber 4 is fixed to the damping assembly fixing plate 7 by plug-in fixing pins 5 and damping assembly fixing bolts 6, and positioned by connection to the chassis support 8. The heavy-duty spring limiting hole 9 prevents the heavy-duty spring 10 from deviating.

[0044] Preferably, the multiple heavy-duty springs 10 are of the same type or different types.

[0045] By changing the spring model, material, or quantity, the ability of the drive chassis to withstand the weight of the test vehicle can be improved, thus meeting the testing requirements of heavy vehicles.

[0046] The advantages of this solution:

[0047] Firstly, heavy-duty springs, due to their strong load-bearing capacity and small size, allow for the arrangement of several springs of the same or different types to meet the needs of different drive chassis models. Moreover, the springs can be installed and removed through the spring plug 11, which greatly facilitates the replacement of parts and improves maintenance efficiency.

[0048] Secondly, after removing the fixing bolts 6 and unscrewing the plug-in fixing pins 5, the shock-absorbing rubber 4 can be quickly replaced, thereby greatly improving the efficiency of replacing vulnerable parts.

[0049] Preferably, the supporting rotation shaft 3 is located at one end of the drive wheel fixing rod 2 near the shock-absorbing rubber 4. Optionally, the supporting rotation shaft 3 is located at 0.2-0.4 times the length of the drive wheel fixing rod 2 at one end of the drive wheel fixing rod 2 near the shock-absorbing rubber 4.

[0050] Preferably, the cross-section of the shock-absorbing rubber 4 gradually increases from the top to the bottom, and the top has a teardrop-shaped structure to support the drive wheel fixing rod 2.

[0051] Preferably, the spring plug 11 is detachably connected to the bottom of the heavy-duty spring limiting hole 9, which facilitates the installation and removal of the heavy-duty spring 10 through the spring plug 11, greatly facilitating the replacement of parts and improving maintenance efficiency.

[0052] Preferably, the self-compensating damping system is connected to each drive wheel 1 of the vehicle under test.

[0053] Preferably, the two ends of the supporting rotating shaft 3 are rotatably connected to the main support of the vehicle under test, such as a fastener connected to the chassis of the vehicle under test.

[0054] This solution has wide applications in the research, development, testing, and manufacturing of intelligent driving vehicles. With the rapid development of intelligent driving vehicles, the demand for testing equipment is constantly increasing, and the demand for simulated dummies, as an important testing device, will continue to grow.

[0055] This invention's self-compensating damping system effectively solves the problem of balancing space occupation and load-bearing capacity in existing technologies. It also allows for flexible adjustments based on different road conditions, thereby improving the stability and safety of the simulated dummy. This is of great significance for improving the testing efficiency and accuracy of intelligent driving vehicles. Furthermore, this self-compensating damping system can also be applied to other equipment requiring damping and adjustment, such as robots and robotic arms, demonstrating broad market demand and promising application prospects.

[0056] The preferred embodiments of this utility model have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of this utility model without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of this utility model through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A self-compensating damping system of a vehicle testing apparatus, which is connected to a driving wheel (1) of a vehicle to be tested, characterized in that, The utility model relates to a self-compensating damping system for testing automobile driving wheel, which comprises a driving wheel fixing rod (2), a supporting rotating shaft (3), a damping rubber (4), a chassis support (8), a heavy load spring (10), a heavy load spring limiting hole (9) and a spring plug (11). One end of the driving wheel fixing rod (2) is connected with the driving wheel (1), and the other end is supported by the damping rubber (4); the supporting rotating shaft (3) is installed in the middle of the driving wheel fixing rod (2); the damping rubber (4) is installed on the chassis support (8); the heavy load spring limiting hole (9) is arranged on the main support of the automobile to be tested; the spring plug (11) is installed at the bottom of the heavy load spring limiting hole (9); the heavy load spring (10) is installed in the heavy load spring limiting hole (9) and connected with the bottom of the driving wheel fixing rod (2) at one end and the spring plug (11) at the other end; the heavy load spring (10) is located in the area between the driving wheel (1) and the supporting rotating shaft (3) in the driving wheel fixing rod (2). The number of the heavy load spring (10), the heavy load spring limiting hole (9) and the spring plug (11) is multiple; each heavy load spring (10) is uniformly distributed in the area between the driving wheel (1) and the supporting rotating shaft (3) in the driving wheel fixing rod (2); the number of each heavy load spring (10), the heavy load spring limiting hole (9) and the spring plug (11) corresponds one by one. The number of the heavy load spring (10), the heavy load spring limiting hole (9) and the spring plug (11) is three.

2. A self-compensating damping system for a vehicle test apparatus according to claim 1, wherein The multiple heavy load springs (10) are the same type or different type.

3. The self-compensating damping system of a vehicle test equipment according to claim 1, wherein, The self-compensating damping system further comprises a damping assembly fixing plate (7), a plug-in fixing pin (5) and a damping assembly fixing bolt (6); the damping rubber (4) is fixed on the damping assembly fixing plate (7) through the plug-in fixing pin (5) and the damping assembly fixing bolt (6); the damping assembly fixing plate (7) is fixed on the chassis support (8) through the plug-in fixing pin (5) and the damping assembly fixing bolt (6).

4. The self-compensating damping system of a vehicle test equipment according to claim 1, wherein, The supporting rotating shaft (3) is located at one end of the driving wheel fixing rod (2) close to the damping rubber (4).

5. The self-compensating shock system of claim 1, wherein, The cross section of the damping rubber (4) gradually increases from the top to the bottom.

6. The self-compensating shock system of claim 1, wherein, The spring plug (11) is detachably connected at the bottom of the heavy load spring limiting hole (9).

7. The self-compensating shock system of claim 1, wherein, The self-compensating damping system is connected with each driving wheel (1) of the automobile to be tested.

8. The self-compensating shock system of claim 1, wherein, The two ends of the supporting rotating shaft (3) are rotatably connected with the main support of the automobile to be tested.

9. The self-compensating shock system of claim 1, wherein, ​

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