Standard speed and acceleration generating device

Abstract

The utility model relates to the technical field of calibration of speed measuring devices, and provides a standard speed and acceleration generating device which comprises a rack, a driving mechanism, a control mechanism and a shielding object. The rack comprises a cross beam and a guide rail; the guide rail is fixedly arranged on the cross beam; the driving mechanism comprises a servo motor, a driving wheel, a transmission belt, a driven wheel, a sliding block, a first mounting seat and a second mounting seat, an output shaft of the servo motor is in transmission connection with a center hole of the driving wheel, the transmission belt is wound around the driving wheel and the driven wheel, the sliding block is in sliding connection with the guide rail, and the sliding block is further fixedly connected with the transmission belt; the control mechanism comprises a servo control driver; and the shielding object is fixedly arranged on the sliding block. The beneficial effects or advantages of the technical scheme of the utility model are that the test vehicle does not need to be manually driven, the shielding object is used for simulating the driving condition of the test vehicle, and the shielding object performs linear motion at the set standard speed and the standard acceleration and is used for calibrating the speed measuring device, so that the calibration efficiency can be improved.

Description

Technical Field

[0001] This utility model relates to the field of calibration technology for speed measuring devices, and specifically to a standard speed and acceleration generating device. Background Technology

[0002] Remote sensing detectors for vehicle exhaust emissions are crucial equipment for detecting vehicle exhaust gases and are widely used by environmental regulatory departments as a basis for environmental monitoring and administrative penalties. A remote sensing detector for vehicle exhaust emissions is a measurement system that uses remote sensing methods to detect pollutant emissions from vehicles traveling within a specified speed range under certain meteorological conditions and road gradients. Its working principle is as follows: the transmitter of the remote sensing detector emits a light beam. When a vehicle passes by, the exhaust gases interfere with the light beam, causing changes in the spectrum, intensity, and other characteristics of the light received by the receiver. These changes can reflect changes in the concentration or opacity of the measured pollutants. A remote sensing detector for vehicle exhaust emissions mainly consists of an emission pollutant measuring device, a speed measuring device, a road gradient measuring device, a meteorological parameter measuring device, a vehicle license plate recognition system, and a control and management computer system. The speed measuring device is used to measure the speed of motor vehicles. The measurement principle is based on the principle of rapid speed measurement using the shading method. That is, by setting two photoelectric sensors at equal distances on the road, when a vehicle passes these two photoelectric sensors, the two photoelectric sensors will record two time points respectively. The speed measuring device calculates the distance and time the vehicle travels between these two time points, thereby calculating the vehicle's speed.

[0003] Emission pollutant measuring devices, speed measuring devices, road slope measuring devices, and meteorological parameter measuring devices, as metrological instruments, must be calibrated by metrological technical institutions before they can be used as technical support for law enforcement. Currently, according to the National Metrological Technical Regulation JJF 1835-2020, the calibration method for speed measuring devices is the standard speedometer method. A standard speedometer is installed on the test vehicle, and the test vehicle passes through the monitoring area of ​​the speed measuring device of the motor vehicle exhaust remote sensing detector at a constant speed according to the speed value of the speed point to be calibrated. The standard speedometer measures, displays, and records the actual speed value of the test vehicle when passing through the monitoring area, while the speed measuring device measures the speed of the test vehicle simultaneously. By comparing the measured speed values ​​of the speed measuring device and the standard speedometer located on the test vehicle, the speed indication error of the speed measuring device is obtained. In other words, the speed measuring device of the motor vehicle exhaust remote sensing detector is calibrated using the standard speedometer located on the test vehicle.

[0004] The following problems exist with the current standard speedometer method: (1) The test vehicle is controlled by the driver, and it is difficult to ensure that the test vehicle is traveling at a constant speed when passing through the monitoring area of ​​the speed measuring device. Therefore, during calibration, it is difficult to make a one-to-one correspondence between the speed measured by the speed measuring device and the speed measured by the standard speedometer, and it is difficult to accurately calculate the speed indication error of the speed measuring device; (2) When calibrating the acceleration indication error, according to the requirements of the regulations, (-1 to 2) m / s should be selected. 2 Any three accelerations within the range can be used as calibration points, but at least one calibration point must be less than 0 m / s². 2 However, in actual testing, it was difficult for the driver to control the throttle to ensure that the vehicle's acceleration was between -1 and 2 m / s² when passing through the monitoring area. 2 Between these, it is impossible to guarantee the repeatability of each acceleration calibration point, making it difficult to measure the acceleration indication error in actual measurement; (3) When calibrating the acceleration indication error, it is also difficult for the driver to control the throttle so that the vehicle is in uniform acceleration motion when passing through the monitoring area, that is, it is difficult to determine the corresponding relationship of acceleration during calibration; In summary, it is difficult for manual driving to control the test vehicle to be in a stable uniform motion state and uniform acceleration motion state, resulting in low efficiency in calibrating the speed measuring device.

[0005] Therefore, in order to simulate the speed and acceleration of test vehicles and eliminate the need for manual driving of test vehicles, there is an urgent need in this technical field for a standard speed and acceleration generating device. Utility Model Content

[0006] The technical problem to be solved by this utility model is to provide a standard speed and acceleration generating device.

[0007] This utility model is implemented as follows: a standard speed and acceleration generating device, comprising:

[0008] Frame, drive mechanism, control mechanism, and obstructions;

[0009] The frame includes a crossbeam and a guide rail, with the guide rail fixedly mounted on the crossbeam;

[0010] The drive mechanism includes a servo motor, a drive wheel, a transmission belt, a driven wheel, a slider, a first mounting base, and a second mounting base. The first mounting base and the second mounting base are respectively fixedly disposed at the front end and the rear end of the crossbeam. The body of the servo motor is fixedly disposed at the first mounting base. The output shaft of the servo motor is connected to the center hole of the drive wheel. The driven wheel is rotatably disposed at the second mounting base. The transmission belt is wound around the drive wheel and the driven wheel. The slider is slidably connected to the guide rail and is also fixedly connected to the transmission belt.

[0011] The control mechanism includes a servo control driver, which is electrically connected to the servo motor.

[0012] The obstruction is fixedly mounted on the slider.

[0013] Furthermore, the control mechanism also includes a first limit switch and a second limit switch, which are respectively fixedly disposed at the front end and the rear end of the crossbeam. Both the first limit switch and the second limit switch are electrically connected to the servo control driver.

[0014] Furthermore, the control mechanism also includes a first computer, which is electrically connected to the servo control driver.

[0015] Furthermore, the frame also includes trapezoidal columns and connecting plates. The upper end of the trapezoidal columns is fixedly connected to the lower surface of the crossbeam. Multiple trapezoidal columns are arranged at intervals along the length of the crossbeam, and the connecting plate is provided between two adjacent trapezoidal columns.

[0016] Furthermore, the frame also includes a height adjustment assembly, which includes a cup foot and an adjustment bolt. The lower end of the adjustment bolt is fixedly connected to the cup foot, and the lower end of the trapezoidal column has an adjustment screw hole. The upper end of the adjustment bolt is connected to the adjustment screw hole.

[0017] Furthermore, the drive mechanism also includes a tensioning shaft, a rolling bearing, and a pressure plate. The center hole of the driven wheel is fixedly connected to the outer ring of the rolling bearing, the inner ring of the rolling bearing is fixedly connected to the middle of the tensioning shaft, and horizontal strip holes are provided on both the front and rear sides of the second mounting base. The two ends of the tensioning shaft are slidably connected to the two horizontal strip holes respectively, and the two ends of the tensioning shaft are fixedly connected to the second mounting base through the two pressure plates respectively.

[0018] Furthermore, it also includes: a buffer mechanism, two of which are fixedly disposed on the first mounting base and the second mounting base respectively, and the slider is located between the two buffer mechanisms.

[0019] Furthermore, the crossbeam has a hollow structure along its length, and the transmission belt passes through the hollow structure.

[0020] Furthermore, the shield is formed by a top plate, a bottom plate, a left plate, and a right plate, with the bottom plate being fixedly connected to the sliding plate.

[0021] Compared with the prior art, the beneficial effects or advantages of the present invention are as follows: no manual driving of the test vehicle is required; the driving conditions of the test vehicle are simulated by using a shield; with the cooperation of the servo motor, the driving wheel, the driven wheel and the transmission belt, the motion state of the shield is accurately and stably controlled; the shield moves in a straight line at a set standard speed and standard acceleration, which is used for the calibration of the speed measuring device and helps to improve the calibration efficiency. Attached Figure Description

[0022] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0023] Figure 1 This is a schematic diagram showing the positions of the obstruction, the frame, and the photoelectric sensor in this utility model.

[0024] Figure 2 This is a schematic diagram showing the obstruction located between the light-emitting end and the light-receiving end of the speed measuring device in this utility model.

[0025] Figure 3 This is a schematic diagram showing the positions of the top plate, bottom plate, left plate, right plate, and slider in this utility model.

[0026] Figure 4 This is a schematic diagram showing the positions of the first limit switch, the second limit switch, and the obstruction in this utility model.

[0027] Figure 5 This is a schematic diagram showing the connection between the servo motor, the drive wheel, and the transmission belt in this utility model.

[0028] Figure 6 This is a schematic diagram showing the position of the horizontal strip hole on the second mounting base in this utility model.

[0029] Figure 7 This is a schematic diagram of the connection between the driven wheel, tensioning shaft, and transmission belt in this utility model.

[0030] Figure 8 This is a block diagram illustrating the working principle of the control mechanism, drive mechanism, and obstruction in this utility model.

[0031] Figure 9 This is a schematic diagram of the relationship between the speed of the obstruction and time in this utility model.

[0032] Figure 10 This is a flowchart of the calibration method in an embodiment of this utility model.

[0033] Reference numerals: Calibration device 1; Frame 11; Crossbeam 111; Hollow structure 1111; Guide rail 112; Trapezoidal column 113; Connecting plate 114; Cup foot 115; Adjusting bolt 116; Drive mechanism 12; Servo motor 121; Drive wheel 122; Transmission belt 123; Driven wheel 124; Slider 125; First mounting base 126; Second mounting base 127; Horizontal strip hole 1271; Tensioning shaft 128; Pressure plate 129; Control mechanism 13; Servo control driver 131; First computer 132; First limit switch 133; Second limit switch 134; Displacement encoder 135; Obstruction 14; Top plate 141; Bottom plate 142; Left plate 143; Right plate 144; Buffer mechanism 15; Speed ​​measuring device 2; Photoelectric sensor 21; Light emitting end 211; Light receiving end 212. Detailed Implementation

[0034] This utility model provides a standard speed and acceleration generating device. The overall concept of the technical solution is as follows:

[0035] By simulating the driving conditions of a test vehicle, overcoming the shortcomings of manual driving, a standard speed and acceleration generating device is manufactured and used as a calibration device. This device includes a frame, a drive mechanism, a control mechanism, and a blocking object. The blocking object moves linearly along the frame via the drive mechanism, and the control mechanism controls the linear motion of the blocking object. As the blocking object passes through the monitoring area of ​​the speed measuring device, the calibrator conveniently sets parameters such as the standard speed and standard acceleration of the blocking object in the control mechanism. The speed measuring device obtains the detected speed and detected acceleration. By comparing the standard speed and the detected speed, the speed indication error of the speed measuring device is calculated; by comparing the standard acceleration and the detected acceleration, the acceleration indication error of the speed measuring device is calculated. Since no manual driving of the test vehicle is required, the speed measuring device of the remote-controlled vehicle exhaust gas detector can be calibrated indoors; the speed measuring device belongs to the category of remote-controlled vehicle exhaust gas detectors.

[0036] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0037] See Figures 1 to 10 The preferred embodiment of this utility model.

[0038] A standard velocity and acceleration generating device, comprising:

[0039] Frame 11, drive mechanism 12, control mechanism 13, and obstruction 14;

[0040] The frame 11 includes a crossbeam 111 and a guide rail 112, wherein the guide rail 112 is fixedly mounted on the crossbeam 111;

[0041] The drive mechanism 12 includes a servo motor 121, a drive wheel 122, a transmission belt 123, a driven wheel 124, a slider 125, a first mounting base 126, and a second mounting base 127. The first mounting base 126 and the second mounting base 127 are respectively fixedly disposed at the front end and the rear end of the crossbeam 111. The body of the servo motor 121 is fixedly disposed at the first mounting base 126. The output shaft of the servo motor 121 is connected to the center hole of the drive wheel 122. The driven wheel 124 is rotatably disposed at the second mounting base 127. The transmission belt 123 is wound around the drive wheel 122 and the driven wheel 124. The slider 125 is slidably connected to the guide rail 112 and is also fixedly connected to the transmission belt 123.

[0042] The control mechanism 13 includes a servo control driver 131, which is electrically connected to the servo motor 121.

[0043] The obstruction 14 is fixedly mounted on the slider 125.

[0044] The beneficial effects or advantages of this utility model's technical solution are as follows: No manual driving of the test vehicle is required. The obstruction 14 is used to simulate the driving situation of the test vehicle. With the cooperation of the servo motor 121, the driving wheel 122, the driven wheel 124, and the transmission belt 123, the motion state of the obstruction 14 is accurately and stably controlled. The obstruction 14 moves in a straight line at a set standard speed and standard acceleration for the calibration of the speed measuring device 2, which helps to improve the calibration efficiency.

[0045] The servo motor 121 operates precisely according to the instructions of the servo control driver 131. With the help of the drive wheel 122, transmission belt 123, and driven wheel 124, it enables the slider 125 to move precisely in a straight line, carrying the obstruction 14. The rotational speed of the servo motor 121 corresponds to the speed of the obstruction 14. The speed and acceleration parameters to be calibrated are pre-stored in the servo control driver 131, which then performs automatic calculations. The dimensions of the drive wheel 122, transmission belt 123, driven wheel 124, and slider 125 are pre-set. Typically, when the speed value is positive, the obstruction 14 is in a forward state; when the speed value is negative, the obstruction 14 is in a backward state; when the acceleration value is positive, the obstruction 14 is accelerating; when the acceleration value is negative, the obstruction 14 is decelerating.

[0046] Furthermore, the control mechanism 13 also includes a first limit switch 133 and a second limit switch 134. The first limit switch 133 and the second limit switch 134 are respectively fixedly disposed at the front end and the rear end of the crossbeam 111. The first limit switch 133 and the second limit switch 134 are both electrically connected to the servo control driver 131.

[0047] The beneficial effects of this technical solution are as follows: when the first limit switch 133 senses the slider 125 or the second limit switch 134 senses the slider 125, the first limit switch 133 or the second limit switch 134 sends a signal to the servo control driver 131, and the servo control driver 131 causes the servo motor 121 to stop urgently to prevent accidents from happening.

[0048] Furthermore, the control mechanism 13 also includes a first computer 132, which is electrically connected to the servo control driver 131.

[0049] The beneficial effects of this technical solution are as follows: the staff inputs the parameters used for calibration into the first computer 132, and the first computer 132 sends the control signal to the servo control driver 131 according to the parameters, thereby controlling the running status of the servo motor 121.

[0050] Furthermore, the frame 11 also includes trapezoidal columns 113 and connecting plates 114. The upper end of the trapezoidal columns 113 is fixedly connected to the lower surface of the crossbeam 111. Multiple trapezoidal columns 113 are arranged at intervals along the length direction of the crossbeam 111, and the connecting plates 114 are provided between two adjacent trapezoidal columns 113.

[0051] The beneficial effects of this technical solution are: the trapezoidal column 113 improves the stability of the supporting beam 111, and the connecting plate 114 plays a reinforcing role, ensuring that the overall frame 11 has good rigidity.

[0052] Furthermore, the frame 11 also includes a height adjustment assembly, which includes a cup foot 115 and an adjustment bolt 116. The lower end of the adjustment bolt 116 is fixedly connected to the cup foot 115, and the lower end of the trapezoidal column 113 has an adjustment screw hole. The upper end of the adjustment bolt 116 is connected to the adjustment screw hole.

[0053] The beneficial effects of this technical solution are as follows: by using the adjusting bolt 116, the height of the cup foot 115 can be adjusted, thereby adjusting the level of the overall frame 11. The cup foot 115 has a built-in anti-slip and shock absorption function, which can effectively eliminate the impact and vibration generated by the obstruction 14 during high-speed operation.

[0054] Furthermore, the drive mechanism 12 also includes a tensioning shaft 128, a rolling bearing (not shown), and a pressure plate 129. The center hole of the driven wheel 124 is fixedly connected to the outer ring of the rolling bearing, and the inner ring of the rolling bearing is fixedly connected to the middle of the tensioning shaft 128. Horizontal strip holes 1271 are provided on both the front and rear sides of the second mounting base 127. The two ends of the tensioning shaft 128 are slidably connected to the two horizontal strip holes 1271 respectively. The two ends of the tensioning shaft 128 are fixedly connected to the second mounting base 127 through the two pressure plates 129 respectively.

[0055] The beneficial effects of this technical solution are: by changing the position of the tensioning shaft 128 in the horizontal strip hole 1271, the position of the driven wheel 124 can be changed, thereby adjusting the tension of the transmission belt 123, and then the pressure plate 129 is used to fix the tensioning shaft 128 in the second mounting seat 127.

[0056] Specifically, the output shaft of the servo motor 121 is connected to the center hole of the drive wheel 122 via a flat key. The drive wheel 122 and the transmission belt 123 are connected by an arc-shaped toothed fit. At this time, the driven wheel 124 acts as a tensioning wheel. The center hole of the driven wheel 124 is interference-fitted with the outer ring of the rolling bearing. The inner ring of the rolling bearing is connected to the tensioning shaft 128 via a flat key. The tensioning shaft 128 is fixedly installed on the second mounting base 127.

[0057] Furthermore, it also includes: a buffer mechanism 15, two buffer mechanisms 15 are respectively fixedly disposed on the first mounting base 126 and the second mounting base 127, and the slider 125 is located between the two buffer mechanisms 15.

[0058] The beneficial effects of this technical solution are: the buffer mechanism 15 provides the last layer of protection for the high-speed moving slider 125; the buffer mechanism 15 is composed of a hydraulic damper. If the slider 125 loses control during the movement, the slider 125 will hit the hydraulic damper, which will reduce the speed of the slider 125 through the damping effect until the slider 125 stops moving.

[0059] Furthermore, the crossbeam 111 has a hollow structure 1111 along its length, and the transmission belt 123 passes through the hollow structure 1111.

[0060] The beneficial effects of this technical solution are as follows: The crossbeam 111 is made of aluminum alloy material with a rectangular hollow cross section. This structure can ensure that the crossbeam 111 has good rigidity under long structure and can prevent the deformation of the crossbeam 111. In addition, the hollow structure 1111 can also be used for the transmission belt to pass through, which helps to make reasonable use of space.

[0061] Furthermore, the shield 14 is formed by a top plate 141, a bottom plate 142, a left plate 143, and a right plate 144, with the bottom plate 142 being slidably fixedly connected to the shield.

[0062] The beneficial effects of this technical solution are: the top plate 141, bottom plate 142, left plate 143 and right plate 144 work together to improve the strength of the shield 14, and the left and right sides of the shield 14 have through holes to reduce the air resistance of the shield 14 during movement.

[0063] The following describes the application of this novel standard speed and acceleration generating device as a calibration device in the indoor calibration system of a motor vehicle exhaust remote control detector speed measuring device.

[0064] An indoor calibration system for a motor vehicle exhaust remote control detector speed measuring device includes:

[0065] Calibration device 1 and speed measuring device 2;

[0066] The calibration device is described in the present invention as a standard speed and acceleration generating device;

[0067] The speed measuring device 2 includes a photoelectric sensor 21 and a second computer (not shown). The light-emitting end 211 and the light-receiving end 212 of the photoelectric sensor 21 are arranged opposite each other and are located on the left and right sides of the guide rail 112, respectively. The photoelectric sensor 21 is electrically connected to the second computer, and the second computer is also electrically connected to the first computer 132.

[0068] The beneficial effects of this technical solution are: no manual driving of the test vehicle is required; the obstruction 14 is used to simulate the driving situation of the test vehicle. The obstruction 14 passes through the monitoring area of ​​the speed measuring device 2 at a set standard speed and standard acceleration. The speed measuring device 2 obtains the detected speed and acceleration, thereby calibrating the speed measuring device 2. The device accurately and stably controls the motion state of the obstruction 14, and the computer automatically calculates the speed indication error and acceleration indication error of the speed measuring device, thereby improving the accuracy of calibrating the speed measuring device.

[0069] The speed measuring device 2 of the motor vehicle exhaust remote control detector, as the device being calibrated, can be calibrated indoors. The obstruction 14 of the calibration device 1 can pass through the monitoring area of ​​the speed measuring device 2 at a constant speed or constant acceleration. This solves the problem that the speed and acceleration measured by the standard speedometer do not correspond to the speed and acceleration measured by the speed measuring device 2 when the test vehicle is manually driven during outdoor calibration. The calibration results of this utility model have the advantages of accuracy, speed and stability.

[0070] The operator inputs the calibration parameters into the first computer 132. The first computer 132 sends control signals to the servo control driver 131 based on the parameters, thereby controlling the operation of the servo motor 121. The second computer pre-stores the distance values ​​between two adjacent photoelectric sensors 21, records the time points when the light is blocked, and then calculates the detection speed. The second computer then feeds back the time points and the corresponding detection speed and detection acceleration to the first computer 132. The first computer 132 calculates the speed indication error of the speed measuring device 2 by comparing the standard speed and the detection speed, and calculates the acceleration indication error of the speed measuring device 2 by comparing the standard acceleration and the detection acceleration. Finally, the calibration result of the speed measuring device 2 is determined.

[0071] When the obstruction 14 passes between the light-emitting end 211 and the light-receiving end 212 of the photoelectric sensor 21 of the speed measuring device 2, based on the principle of rapid speed measurement using the light-blocking method, the photoelectric sensor sends a light-blocking signal to the second computer, which records the time point at this moment. As the obstruction passes the first and second photoelectric sensors sequentially, the second computer records the first and second time points respectively. Since the distance between the first and second photoelectric sensors is predetermined, the difference between the first and second time points represents the time period during which the obstruction moves. Based on the distance and the time period, the speed can be calculated. When the obstruction passes three or more photoelectric sensors with the same spacing, the speed for the corresponding time period can be calculated, and thus the change in speed, i.e., acceleration, can be obtained.

[0072] Furthermore, the plurality of photoelectric sensors 21 are arranged at uniform intervals along the length direction of the crossbeam 111.

[0073] The beneficial effects of this technical solution are as follows: the spacing between the multiple photoelectric sensors 21 is preset, is a known parameter, and is stored in the control mechanism 13. The obstruction 14 passes sequentially through the light transmission and reception space of the multiple photoelectric sensors 21, improving the accuracy of speed measurement.

[0074] Furthermore, the calibration device 1 also includes an operation panel (not shown), which is electrically connected to the first computer 132, and the operation panel has a reset button and a start button.

[0075] The advantages of this technical solution are: it facilitates manual operation and parameter setting by staff. The reset button is used to return the obstruction 14 to its initial position, and the start button is used to initiate the calibration process.

[0076] An indoor calibration method for a motor vehicle exhaust remote sensing speed measuring device includes the following steps:

[0077] S1. Preparation stage: Install calibration device 1. Calibration device 1 includes frame 11, drive mechanism 12, control mechanism 13 and obstruction 14. The drive mechanism 12 is used to drive the obstruction 14 to move linearly along the frame 11. The control mechanism 13 is used to set the parameters of the linear motion of the obstruction 14. The parameters include standard speed, standard acceleration, standard constant speed time and standard acceleration time.

[0078] S2, Initialization Phase: Stop the obstruction 14 in its initial position;

[0079] S3. Install speed measuring device 2: When speed calibration is required, first select the standard speed, find the uniform speed area where the obstruction 14 moves at a uniform speed on the frame 11, then place the speed measuring device 2 on both sides of the uniform speed area, and turn to S4.

[0080] When acceleration calibration is required, first select the standard acceleration, find the uniform acceleration area where the obstruction 14 is moving uniformly on the frame 11, then place the speed measuring device 2 on both sides of the uniform acceleration area, and turn to S5.

[0081] S4. Speed ​​calibration: Start calibration device 1. The obstruction 14 passes through the light transmission and reception space of the speed measuring device 2 at a standard speed. The speed measuring device 2 obtains the detected speed. Compare the detected speed with the standard speed and calculate the speed indication error of the speed measuring device 2. Proceed to S6.

[0082] S5. Acceleration calibration: Start calibration device 1. The obstruction 14 passes through the light transmission and reception space of the speed measuring device 2 with standard acceleration. The speed measuring device 2 obtains the detected acceleration. Compare the detected acceleration with the standard acceleration and calculate the acceleration indication error of the speed measuring device 2. Proceed to S6.

[0083] S6. Complete the calibration of the speed measuring device 2.

[0084] Calibration personnel can set multiple standard speeds and corresponding standard constant speed times, and multiple standard accelerations and corresponding standard acceleration times, according to actual needs. These parameters can be easily set via the first computer 132 of the control mechanism 13, and then the drive mechanism 12 drives the obstruction 14 according to the parameters. The first computer 132 of the control mechanism 13 is connected to the second computer of the speed measuring device 2 via a signal line. Therefore, during the calibration process, the timing of the first computer 132 and the second computer is synchronized, which helps to ensure that the detection speed of the speed measuring device 2 corresponds one-to-one with the set standard speed.

[0085] Furthermore, S3 also includes: a displacement encoder 135 is provided between the obstruction 14 and the frame 11, the displacement encoder 135 being used to feed back the displacement of the obstruction 14 to the control mechanism 13;

[0086] When the control mechanism 13 sends the parameters of the standard speed and standard uniform speed time to the drive mechanism 12, the control mechanism 13 first records the uniform speed initial displacement between the obstruction 14 and the initial position at the starting point of the standard uniform speed time, and then records the uniform speed termination displacement between the obstruction 14 and the initial position at the ending point of the standard uniform speed time. The uniform speed termination displacement is subtracted from the uniform speed initial displacement to obtain the uniform speed region in which the obstruction 14 moves uniformly on the frame 11.

[0087] When the control mechanism 13 sends the parameters of the standard acceleration and standard acceleration time to the drive mechanism 12, the control mechanism 13 first records the acceleration start displacement between the obstruction 14 and the initial position at the starting point of the standard acceleration time, and then records the acceleration end displacement between the obstruction 14 and the initial position at the ending point of the standard uniform speed time. The acceleration end displacement is subtracted from the acceleration start displacement to obtain the uniform acceleration region in which the obstruction 14 performs uniform acceleration motion on the frame 11.

[0088] In this embodiment, the obstruction 14 is initially positioned at one end of the crossbeam 111, and the other end of the crossbeam 111 is the final position. During speed calibration, the obstruction 14 accelerates from zero speed at the initial position to the standard speed with normal acceleration and normal acceleration time, then moves at a constant speed with the standard speed and target constant speed time, and finally decelerates from the standard speed to zero speed with normal acceleration and normal acceleration time and stops on the crossbeam 111.

[0089] During acceleration calibration, the obstruction 14 accelerates from zero speed at its initial position to normal speed with standard acceleration and standard acceleration time, then moves at a constant speed with normal speed and normal constant speed time, and finally decelerates from normal speed to zero speed with standard acceleration and standard acceleration time and stops at the crossbeam 111.

[0090] The location of the obstruction 14 in the uniform velocity and uniform acceleration regions of the crossbeam 111 can be determined in advance by calibration personnel through measurement.

[0091] Furthermore, S4 also includes: the speed measuring device 2 displays the detected speed and feeds the detected speed back to the control mechanism 13, and the control mechanism 13 calculates the speed indication error of the speed measuring device 2;

[0092] S5 further includes: the speed measuring device 2 displays the detected acceleration and feeds the detected acceleration back to the control mechanism 13, and the control mechanism 13 calculates the acceleration indication error of the speed measuring device 2;

[0093] S6 further includes: the control mechanism 13 determining the measurement performance result of the speed measuring device 2.

[0094] In this embodiment, the control mechanism 13 automatically calculates the speed indication error and acceleration indication error of the speed measuring device 2, improving calculation efficiency. When the speed indication error and acceleration indication error are within the specified range, the control mechanism 13 determines that the measurement performance result of the speed measuring device 2 is qualified; when the speed indication error and acceleration indication error are outside the specified range, the control mechanism 13 determines that the measurement performance result of the speed measuring device 2 is unqualified.

[0095] The working principle of this utility model is explained in detail below:

[0096] (1) Install the calibration device 1 and the speed measuring device 2 of the motor vehicle exhaust remote sensing detector indoors.

[0097] The first computer 132 of the control mechanism 13 is connected to the servo control driver 131 via a bus. The servo control driver 131 sends a drive command to the servo motor 121, which starts to rotate. The servo motor 121 causes the drive wheel 122 to rotate. The drive wheel 122 and the transmission belt 123 are engaged by arc-shaped teeth, which causes the drive wheel 122 to move the transmission belt 123. The transmission belt causes the slider 125 to move on the linear guide rail 112, thereby causing the obstruction 14 installed on the slider 125 to generate standard speed and standard acceleration.

[0098] (2) During calibration, turn on the power and confirm whether the obstruction 14 is in the initial position. If it is not in the initial position, press the reset button to stop the obstruction 14 in the initial position.

[0099] When performing speed calibration, select the corresponding standard speed parameters, pre-set the acceleration distance of the obstruction 14, ensure that the speed measuring device 2 being calibrated is within the uniform speed range, and place the light-emitting end 211 and the light-receiving end 212 of the photoelectric sensor 21 of the speed measuring device 2 on both sides of the crossbeam 111 of the calibration device 1. After installing the speed measuring device 2, start the calibration device 1. After the obstruction 14 passes through the monitoring area of ​​the speed measuring device 2 at a uniform speed v1, the speed measuring device 2 measures a detection speed v2 based on the principle of rapid speed measurement using the light-blocking method because the obstruction 14 blocks the light beam. The difference between the detection speed v2 and the standard speed v1 is the speed indication error of the speed measuring device 2. Repeat the above steps three times to measure the repeatability error of the speed measurement.

[0100] When performing acceleration calibration, select the corresponding standard acceleration parameters to ensure that the calibrated velocimetry device 2 is within the uniform acceleration region. Place the light-emitting end 211 and the light-receiving end 212 of the photoelectric sensor 21 of the velocimetry device 2 on both sides of the crossbeam 111 of the calibration device 1. After installing the velocimetry device 2, start the calibration device 1. After the obstruction 14 passes through the monitoring area of ​​the velocimetry device 2 with a set standard acceleration a1, the velocimetry device 2 measures a detection acceleration a2 based on the principle of rapid velocimetry using the light-blocking method because the obstruction 14 blocks the light beam. The difference between the detection acceleration a2 and the standard acceleration a1 is the acceleration indication error of the velocimetry device 2. Repeat the above steps three times to measure the repeatability error of the acceleration measurement.

[0101] While specific embodiments of the present invention have been described above, those skilled in the art should understand that the specific embodiments described are merely illustrative and not intended to limit the scope of the present invention. Equivalent modifications and variations made by those skilled in the art in accordance with the spirit of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A standard velocity and acceleration generating device, characterized in that, include: Frame, drive mechanism, control mechanism, and obstructions; The frame includes a crossbeam and a guide rail, with the guide rail fixedly mounted on the crossbeam; The drive mechanism includes a servo motor, a drive wheel, a transmission belt, a driven wheel, a slider, a first mounting base, and a second mounting base. The first mounting base and the second mounting base are respectively fixedly disposed at the front end and the rear end of the crossbeam. The body of the servo motor is fixedly disposed at the first mounting base. The output shaft of the servo motor is connected to the center hole of the drive wheel. The driven wheel is rotatably disposed at the second mounting base. The transmission belt is wound around the drive wheel and the driven wheel. The slider is slidably connected to the guide rail and is also fixedly connected to the transmission belt. The control mechanism includes a servo control driver, which is electrically connected to the servo motor. The obstruction is fixedly mounted on the slider.

2. The standard speed and acceleration generating device according to claim 1, characterized in that, The control mechanism also includes a first limit switch and a second limit switch. The first limit switch and the second limit switch are respectively fixedly installed at the front end and the rear end of the crossbeam. Both the first limit switch and the second limit switch are electrically connected to the servo control driver.

3. The standard speed and acceleration generating device according to claim 1, characterized in that, The control mechanism also includes a first computer, which is electrically connected to the servo control driver.

4. The standard speed and acceleration generating device according to claim 1, characterized in that, The frame also includes trapezoidal columns and connecting plates. The upper end of the trapezoidal columns is fixedly connected to the lower surface of the crossbeam. Multiple trapezoidal columns are arranged at intervals along the length of the crossbeam, and the connecting plate is provided between two adjacent trapezoidal columns.

5. A standard speed and acceleration generating device according to claim 4, characterized in that, The frame also includes a height adjustment assembly, which includes a cup foot and an adjustment bolt. The lower end of the adjustment bolt is fixedly connected to the cup foot. The lower end of the trapezoidal column has an adjustment screw hole, and the upper end of the adjustment bolt is connected to the adjustment screw hole.

6. A standard speed and acceleration generating device according to claim 1, characterized in that, The drive mechanism further includes a tensioning shaft, a rolling bearing, and a pressure plate. The center hole of the driven wheel is fixedly connected to the outer ring of the rolling bearing, and the inner ring of the rolling bearing is fixedly connected to the middle of the tensioning shaft. Horizontal strip holes are provided on both the front and rear sides of the second mounting base. The two ends of the tensioning shaft are slidably connected to the two horizontal strip holes respectively. The two ends of the tensioning shaft are fixedly connected to the second mounting base through the two pressure plates respectively.

7. A standard speed and acceleration generating device according to claim 1, characterized in that, Also includes: A buffer mechanism is provided, with two buffer mechanisms fixedly disposed on the first mounting base and the second mounting base respectively, and the slider located between the two buffer mechanisms.

8. A standard speed and acceleration generating device according to claim 1, characterized in that, The crossbeam has a hollow structure along its length, and the transmission belt passes through the hollow structure.

9. A standard speed and acceleration generating device according to claim 1, characterized in that, The shield is formed by a top plate, a bottom plate, a left plate, and a right plate, with the bottom plate being fixedly connected to the sliding plate.

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