Frame detection correction apparatus

Abstract

The utility model discloses a kind of frame detection correction equipment, including base, head correction mechanism and tail correction mechanism, base is provided with positioning assembly and multiple detection components, positioning assembly includes first bar, second bar and first driving part, first driving part is provided with movable rod, first driving part can drive movable rod linear motion, first bar is hinged with first driving part, one end of second bar is hinged with movable rod, the other end of second bar is hinged with first bar, and multiple detection components are arranged around base;Head correction mechanism includes fixed component and first adjusting component, and fixed component is used to fix head, and fixed component is arranged in the movable end of first adjusting component, and first adjusting component is used to drive fixed component to move;Tail correction mechanism includes second adjusting component and third adjusting component.The frame detection correction equipment of the utility model can replace artificial correction, improve the efficiency and quality of correction.

Description

Technical Field

[0001] This utility model relates to the field of vehicle manufacturing technology, and in particular to a vehicle frame testing and calibration device. Background Technology

[0002] In related technologies, the frame is the core load-bearing component of a motorcycle. Existing motorcycle frames are usually formed by welding multiple sections of steel pipes or profiles. However, after the frame is welded, deformation defects such as overall or partial bending often occur, affecting subsequent assembly processes and requiring frame correction. The existing correction method mainly relies on manual adjustment of the frame shape using pry bars. However, the position of the frame is difficult to fix, making this method not only inefficient but also ineffective in correction, failing to meet production needs. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle frame inspection and calibration device that can replace manual calibration, improving calibration efficiency and quality.

[0004] According to a first aspect of the present invention, a vehicle frame inspection and correction device includes a base, a front-end correction mechanism, and a rear-end correction mechanism. The base is provided with a positioning component and multiple sets of detection components. The positioning component includes a first rod, a second rod, and a first driving component. The first driving component has a movable rod that can drive the movable rod to move linearly so that the movable rod can pass through the vehicle frame. The first rod is hinged to the first driving component. One end of the second rod is hinged to the movable rod, and the other end of the second rod is hinged to the first rod. Multiple sets of detection components are arranged around the base to form a space for accommodating the vehicle frame. The detection components are used to inspect the vehicle frame. The front-end correction mechanism includes a fixing component and a first adjusting component. The fixing component is used to fix the front end of the vehicle and is arranged at the movable end of the first adjusting component. The first adjusting component is used to drive the fixing component to move. The rear-end correction mechanism includes a second adjusting component and a third adjusting component. The second adjusting component is used to drive the rear end to move horizontally, and the third adjusting component is used to drive the rear end to move vertically.

[0005] The vehicle frame inspection and correction device according to this utility model embodiment has at least the following beneficial effects: Multiple inspection components are arranged around the base to form a space for accommodating the vehicle frame. Placing the vehicle frame within this space facilitates and stabilizes its position. By moving the first rod, the second rod can push the movable rod out of the first driving member. Then, the position of the vehicle frame within the space is adjusted so that the movable rod is aligned with the vehicle frame. Next, the first driving member drives the movable rod to move linearly, allowing it to pass through the vehicle frame and position itself on the base. A fixing component secures the front of the vehicle, locking it to the base. The inspection components inspect the vehicle frame. Then, a first adjusting component drives the fixing component to move, adjusting the position of the front of the vehicle to bend and correct it. A second adjusting component drives the rear of the vehicle to move horizontally, and a third adjusting component drives the rear of the vehicle to move vertically, correcting the rear of the vehicle frame. The first and second rods work together to drive the movable rod to extend, allowing it to be pre-positioned with the frame. This facilitates the first drive unit to align the movable rod with the frame, improving the ease of positioning. Furthermore, the front and rear alignment mechanisms work together to replace manual alignment, improving the efficiency and quality of the alignment process.

[0006] According to some embodiments of the present invention, the detection assembly includes a mounting frame, a rotating plate, a fixing block, a detection rod, and an elastic element. The mounting frame is fixedly connected to the base, the rotating plate is rotatably connected to the mounting frame, the fixing block is fixedly connected to the rotating plate, the detection rod is slidably connected to the fixing block, and the elastic element is arranged between the fixing block and the detection rod. The elastic element is used to drive the detection rod to move away from the vehicle frame.

[0007] According to some embodiments of the present invention, the detection component further includes a limiting plate, which is obliquely connected to the mounting frame, and the rotating plate is capable of abutting against the limiting plate.

[0008] According to some embodiments of the present invention, the fixing component includes a connecting frame, a first connecting plug, a second connecting plug, and a lever. The connecting frame is connected to the movable end of the first adjusting component, the first connecting plug is fixedly connected to the connecting frame, one end of the lever is movably connected to the connecting frame, the other end of the lever is connected to the second connecting plug, and a second driving member is connected to the end of the lever away from the second connecting plug. The second driving member is used to drive the lever to move so that the second connecting plug can move toward the first connecting plug.

[0009] According to some embodiments of the present invention, the connecting frame is provided with a first sliding groove, an arc-shaped groove and a second sliding groove connected in sequence. The first sliding groove and the second sliding groove are arranged at an acute angle. The lever is provided with a first sliding rod and a second sliding rod at intervals. The first sliding rod is slidably connected to the first sliding groove, and the second sliding rod can slide in the first sliding groove, the arc-shaped groove or the second sliding groove.

[0010] According to some embodiments of the present invention, the first adjustment component includes two third driving members, the movable ends of the two third driving members are connected to the fixed component, the driving directions of the two third driving members are perpendicular to each other, and the third driving members are used to drive the fixed component to move in the horizontal direction.

[0011] According to some embodiments of the present invention, the first adjustment component further includes a first guide rod, a first guide block, a second guide rod, and a second guide block. The first guide rod is fixedly connected to the base, the first guide block is slidably connected to the first guide rod, the second guide rod is fixedly connected to the first guide block, the second guide block is slidably connected to the second guide rod, the first guide rod and the second guide rod are perpendicular to each other, and the fixing component is fixedly connected to the second guide block.

[0012] According to some embodiments of the present invention, the second adjustment component includes a fourth driving member and a push block. The push block is connected to the movable end of the fourth driving member. The fourth driving member is used to drive the push block to move in a horizontal direction so that the push block can abut against the rear of the vehicle.

[0013] According to some embodiments of the present invention, the third adjustment component includes a fifth driving member, an adjustment seat, and two adjustment blocks. The adjustment seat is connected to the movable end of the fifth driving member. The fifth driving member is used to drive the adjustment seat to move in a vertical direction. The adjustment blocks are provided with slots for accommodating the rear of the vehicle. Both adjustment blocks are slidably connected to the adjustment seat.

[0014] According to some embodiments of the present invention, the rear-end straightening mechanism further includes a locking component, which includes a sixth driving member and a pressure block. The sixth driving member is used to drive the pressure block to move linearly so that the pressure block can press the rear of the vehicle onto the base.

[0015] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0017] Figure 1 This is a schematic diagram of the vehicle frame testing and calibration equipment according to an embodiment of the present utility model;

[0018] Figure 2 This is a top view of the vehicle frame testing and calibration equipment according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of the positioning component of the vehicle frame testing and correction equipment according to an embodiment of the present utility model;

[0020] Figure 4 This is a schematic diagram of the detection components of the vehicle frame detection and correction equipment according to an embodiment of the present utility model;

[0021] Figure 5 This is a cross-sectional view of the detection component of the vehicle frame detection and correction equipment according to an embodiment of the present utility model;

[0022] Figure 6 This is an exploded view of the front alignment mechanism of the vehicle frame testing and alignment equipment according to an embodiment of the present utility model;

[0023] Figure 7 This is a schematic diagram of the fixing components of the vehicle frame testing and calibration equipment according to an embodiment of the present utility model;

[0024] Figure 8 This is a schematic diagram of the rear-end alignment mechanism of the vehicle frame inspection and alignment equipment according to an embodiment of the present utility model;

[0025] Figure 9 This is another schematic diagram of the rear-end alignment mechanism of the vehicle frame inspection and alignment equipment according to an embodiment of this utility model.

[0026] Figure label:

[0027] Base 100, positioning component 110, first rod 111, second rod 112, first driving component 113, movable rod 114, detection component 120, mounting bracket 121, rotating plate 122, fixing block 123, detection rod 124, elastic component 125, limiting plate 126;

[0028] The vehicle front straightening mechanism 200, fixing component 210, connecting bracket 211, first connecting plug 212, second connecting plug 213, lever 214, first sliding groove 215, arc groove 216, second sliding groove 217, first sliding rod 218, second sliding rod 219, first adjusting component 220, third driving component 221, first guide rod 222, first guide block 223, second guide rod 224, second guide block 225, and second driving component 230;

[0029] The rear-end straightening mechanism 300, the second adjustment component 310, the fourth drive component 311, the push block 312, the third adjustment component 320, the fifth drive component 321, the adjustment seat 322, the adjustment block 323, the slot 324, the locking component 330, the sixth drive component 331, and the pressure block 332. Detailed Implementation

[0030] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0031] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. 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.

[0032] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0033] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0034] Understandably, referring to Figures 1 to 9The vehicle frame inspection and calibration device of this utility model includes a base 100, a front calibration mechanism 200, and a rear calibration mechanism 300. The base 100 is provided with a positioning component 110 and multiple sets of inspection components 120. The positioning component 110 includes a first rod 111, a second rod 112, and a first drive component 113. The first drive component 113 is provided with a movable rod 114, which can drive the movable rod 114 to move linearly so that the movable rod 114 can pass through the vehicle frame. The first rod 111 is hinged to the first drive component 113. One end of the second rod 112 is hinged to the movable rod 114, and the other end of the second rod 112 is hinged to the first rod 113. 111 is hinged, and multiple sets of detection components 120 are arranged around the base 100 to form a space for accommodating the vehicle frame. The detection components 120 are used to detect the vehicle frame. The front correction mechanism 200 includes a fixing component 210 and a first adjustment component 220. The fixing component 210 is used to fix the front of the vehicle and is arranged at the movable end of the first adjustment component 220. The first adjustment component 220 is used to drive the fixing component 210 to move. The rear correction mechanism 300 includes a second adjustment component 310 and a third adjustment component 320. The second adjustment component 310 is used to drive the rear of the vehicle to move in the horizontal direction, and the third adjustment component 320 is used to drive the rear of the vehicle to move in the vertical direction.

[0035] Multiple detection components 120 are arranged around the base 100 to form a space for accommodating the frame. Placing the frame within this space facilitates its stable positioning. By moving the first lever 111, the second lever 112 pushes the movable lever 114 out of the first drive member 113. The frame's position within the space is then adjusted so that the movable lever 114 is aligned with the frame. Subsequently, the first drive member 113 drives the movable lever 114 to move linearly, allowing it to pass through the frame and thus position the frame on the base 100.

[0036] The fixing component 210 fixes the front of the vehicle, allowing the frame to be locked onto the base 100. The frame is then detected by the detection component 120. The first adjustment component 220 drives the fixing component 210 to move, allowing the position of the front of the vehicle to be adjusted by bending the frame to correct the front of the vehicle. Then, the second adjustment component 310 drives the rear of the vehicle to move horizontally, and the third adjustment component 320 drives the rear of the vehicle to move vertically to correct the rear of the frame.

[0037] The first rod 111 and the second rod 112 work together to drive the movable rod 114 to extend, so that the movable rod 114 can be pre-positioned with the frame. This makes it easier for the first drive member 113 to drive the movable rod 114 to align and position with the frame, improving the convenience of positioning. Moreover, the front correction mechanism 200 and the rear correction mechanism 300 work together to replace manual correction, improving the efficiency and quality of correction.

[0038] It should be noted that the first driving component 113 can be a cylinder, hydraulic cylinder, electric actuator, or other driving element, which will not be described in detail here. By closing the first driving component 113, the movable rod 114 can slide freely on the first driving component 113. When the first rod 111 is turned, the second rod 112 can drive the movable rod 114 to extend, allowing the movable rod 114 to approach the frame. This facilitates the alignment of the frame with the movable rod 114. When the first driving component 113 is opened, the movable rod 114 can be accurately inserted into the frame, preventing collision between the movable rod 114 and the frame, and improving the positioning convenience of the frame.

[0039] The frame has positioning holes, and the movable rod 114 can be inserted into the positioning holes to position the frame on the base 100.

[0040] Specifically, refer to Figure 1 and Figure 2 The number of positioning components 110 is set to multiple, and the multiple positioning components 110 are symmetrically arranged on the base 100. By setting multiple positioning components 110, positioning can be performed from both sides of the frame, so that the frame position is accurate and the possibility of positional deviation is reduced.

[0041] Understandably, referring to Figure 2 , Figure 4 and Figure 5 The detection assembly 120 includes a mounting frame 121, a rotating plate 122, a fixing block 123, a detection rod 124, and an elastic element 125. The mounting frame 121 is fixedly connected to the base 100, the rotating plate 122 is rotatably connected to the mounting frame 121, the fixing block 123 is fixedly connected to the rotating plate 122, the detection rod 124 is slidably connected to the fixing block 123, and the elastic element 125 is arranged between the fixing block 123 and the detection rod 124. The elastic element 125 is used to drive the detection rod 124 to move away from the vehicle frame. By driving the rotating plate 122 to rotate on the mounting frame 121, the detection rod 124 can be aligned with the detection point on the vehicle frame. Then, the detection rod 124 is pressed to make it slide on the fixing block 123 and compress the elastic element 125, so that the detection rod 124 abuts against the vehicle frame, thereby detecting the degree of deformation of the vehicle frame. This provides a correction basis for the subsequent front correction mechanism 200 and rear correction mechanism 300, helping to improve the correction accuracy.

[0042] In addition, by setting the rotating plate 122 to be rotatably connected to the mounting bracket 121, the rotating plate 122 can be pushed aside when the frame is placed in the space to avoid the position of the frame, thereby improving the convenience of frame arrangement.

[0043] It should be noted that the fixing block 123 is provided with a first detection scale, and the detection rod 124 is provided with a second detection scale. When the detection rod 124 is pressed against the frame, the deformation amount and direction of the frame can be detected according to the relative position of the first detection scale and the second detection scale, which can facilitate the subsequent correction of the frame and improve the convenience of operation.

[0044] Among them, the elastic element 125 can be a compression spring, a leaf spring, or a rubber or silicone component, etc., which are elastic elements and will not be described in detail here.

[0045] Specifically, refer to Figure 2 and Figure 4 The detection assembly 120 also includes a limiting plate 126, which is obliquely connected to the mounting bracket 121. The rotating plate 122 can abut against the limiting plate 126. The limiting plate 126, obliquely connected to the mounting bracket 121, limits the rotation angle of the rotating plate 122 when it rotates to abut against the limiting plate 126, preventing the detection assembly 120 from colliding with other components and improving the reliability of the detection assembly 120. Furthermore, after the rotating plate 122 is moved, it abuts against the limiting plate 126, reducing the rotation angle of the rotating plate 122, decreasing the reset and adjustment time, and improving detection efficiency.

[0046] Understandably, referring to Figure 1 , Figure 6 and Figure 7The fixing component 210 includes a connecting frame 211, a first connecting plug 212, a second connecting plug 213, and a lever 214. The connecting frame 211 is connected to the movable end of the first adjusting component 220. The first connecting plug 212 is fixedly connected to the connecting frame 211. One end of the lever 214 is movably connected to the connecting frame 211, and the other end of the lever 214 is connected to the second connecting plug 213. A second driving member 230 is connected to the end of the lever 214 away from the second connecting plug 213. The second driving member 230 is used to drive the lever 214 to move, so that the second connecting plug 213 can move toward the first connecting plug 212. The first connecting plug 212 is fixedly connected to the connecting frame 211. By setting one end of the lever 214 to be movably connected to the connecting frame 211 and the other end to the second connecting plug 213, the lever 214 can drive the second connecting plug 213 to move. The lever 214 is moved to move the second connecting plug 213 away from the first connecting plug 212 to avoid the installation of the front of the vehicle, so that the front of the vehicle can be easily installed in the first connecting plug 212. Then the lever 214 is driven to reset so that the second connecting plug 213 can be inserted into the front of the vehicle, so that the front of the vehicle can be stabilized between the first connecting plug 212 and the second connecting plug 213. Then the second driving member 230 drives the lever 214 to move so that the second connecting plug 213 can move towards the first connecting plug 212 to clamp the front of the vehicle, thereby fixing the position of the front of the vehicle and facilitating the correction quality of the frame.

[0047] It should be noted that the front of the vehicle can be a tubular part so that the first connecting plug 212 and the second connecting plug 213 can be inserted into the two ends of the front of the vehicle respectively.

[0048] In addition, the second drive component 230 can be a cylinder, hydraulic cylinder, electric actuator, or other drive element, which will not be described in detail here.

[0049] Specifically, refer to Figure 1 , Figure 6 and Figure 7 The connecting frame 211 has a first sliding groove 215, an arc-shaped groove 216, and a second sliding groove 217 connected in sequence. The first sliding groove 215 and the second sliding groove 217 are arranged at acute angles. The lever 214 is provided with a first sliding rod 218 and a second sliding rod 219 spaced apart. The first sliding rod 218 is slidably connected to the first sliding groove 215, and the second sliding rod 219 can slide in the first sliding groove 215, the arc-shaped groove 216, or the second sliding groove 217. The first sliding groove 215, the arc-shaped groove 216, and the second sliding groove 217 are connected in sequence. The first sliding rod 218 and the second sliding rod 219 are spaced apart on the lever 214. By setting the first sliding rod 218 to slide in the first sliding groove 215 and the second sliding rod 219 to slide in the first sliding groove 215, the arc-shaped groove 216, or the second sliding groove 217, the movement trajectory of the lever 214 is kept stable.

[0050] When both the first slide bar 218 and the second slide bar 219 are located in the first slide groove 215, the lever 214 can move horizontally so that the second connecting plug 213 can move closer to or further away from the first connecting plug 212. This facilitates the second driving member 230 to drive the second connecting plug 213 closer to the first connecting plug 212 to clamp the front of the vehicle. It also prevents the lever 214 from becoming loose and improves the stability of the clamping.

[0051] When the first slide bar 218 is located in the first slide groove 215 and the second slide bar 219 is located in the arc groove 216 or the second slide groove 217, the lever 214 can rotate to avoid the placement of the frame, which helps to improve the convenience of use.

[0052] Understandably, referring to Figure 2 and Figure 6 The first adjustment component 220 includes two third driving members 221. The movable ends of both third driving members 221 are connected to the fixed component 210. The driving directions of the two third driving members 221 are perpendicular to each other. The third driving members 221 are used to drive the fixed component 210 to move in the horizontal direction. The fixed end of the third driving member 221 is fixedly connected to the base 100, and the movable end of the third driving member 221 is connected to the fixed component 210. By setting the driving directions of the two third driving members 221 to be perpendicular to each other, the two third driving members 221 can cooperate to drive the fixed component 210 to move in two mutually perpendicular directions in the horizontal plane. This can replace manual correction with a pry bar, which not only reduces labor intensity but also improves the efficiency and quality of correction.

[0053] It should be noted that the movable end of the third driving component 221 is slidably connected to a slider, and the slider is fixedly connected to a fixing component 210. The movable end of the third driving component 221 can slide in the slider, and the sliding direction of the movable end of the third driving component 221 in the slider is perpendicular to the driving direction of the third driving component 221. This allows the movable end of the other third driving component 221 to slide in the slider while one of the third driving components 221 drives the fixing component 210 to move, enabling the two third driving components 221 to operate independently and improving the flexibility of the calibration.

[0054] The third drive component 221 can be a hydraulic cylinder, an electric cylinder, a linear slide module, etc., which will not be described in detail here.

[0055] Understandably, referring to Figure 2 and Figure 6The first adjustment component 220 further includes a first guide rod 222, a first guide block 223, a second guide rod 224, and a second guide block 225. The first guide rod 222 is fixedly connected to the base 100, the first guide block 223 is slidably connected to the first guide rod 222, the second guide rod 224 is fixedly connected to the first guide block 223, and the second guide block 225 is slidably connected to the second guide rod 224. The first guide rod 222 and the second guide rod 224 are perpendicular to each other, and the fixing component 210 is fixedly connected to the second guide block 225. The first guide rod 222 and the second guide rod 224 are perpendicular to each other and are slidably connected to the first guide block 223 and the second guide block 225, respectively, forming a two-dimensional guide system. This system can provide precise and stable guidance for the movement of the fixed component 210 in the horizontal direction. The first guide block 223 slides along the first guide rod 222, and the second guide block 225 slides along the second guide rod 224. This effectively limits the movement trajectory of the fixed component 210, reduces the possibility of the fixed component 210 deviating or swaying, and improves the accuracy of the movement of the fixed component 210, thereby making the correction of the vehicle front in the horizontal plane more accurate.

[0056] It should be noted that the number of the first guide rod 222, the first guide block 223, the second guide rod 224, and the second guide block 225 are all set to be multiple, and the first guide rod 222 and the first guide block 223 are in one-to-one correspondence, and the second guide rod 224 and the second guide block 225 are in one-to-one correspondence, so as to balance the load distribution, reduce wear, and extend the service life.

[0057] Understandably, referring to Figure 2 , Figure 8 and Figure 9 The second adjustment component 310 includes a fourth driving member 311 and a push block 312. The push block 312 is connected to the movable end of the fourth driving member 311. The fourth driving member 311 drives the push block 312 to move horizontally so that the push block 312 can abut against the rear of the vehicle. The fixed end of the fourth driving member 311 is fixedly connected to the base 100, and the movable end of the fourth driving member 311 is connected to the push block 312. The fourth driving member 311 can drive the push block 312 to move horizontally so that the push block 312 can abut against the rear of the vehicle, thereby pushing the rear of the vehicle to be corrected horizontally, replacing manual adjustment, reducing labor intensity, and improving correction efficiency.

[0058] The fourth driving component 311 can be a hydraulic cylinder, an electric cylinder, a linear slide module, etc., which will not be described in detail here.

[0059] Understandably, according to Figure 2 , Figure 8 and Figure 9The third adjustment component 320 includes a fifth driving member 321, an adjustment seat 322, and two adjustment blocks 323. The adjustment seat 322 is connected to the movable end of the fifth driving member 321. The fifth driving member 321 drives the adjustment seat 322 to move vertically. The adjustment blocks 323 have slots 324 for accommodating the rear of the vehicle. Both adjustment blocks 323 are slidably connected to the adjustment seat 322. The fixed end of the fifth driving member 321 is fixedly connected to the base 100, and the movable end of the fifth driving member 321 is connected to the adjustment seat 322. Both adjustment blocks 323 are slidably connected to the adjustment seat 322. By driving the adjustment blocks 323 to slide on the adjustment seat 322, the rear of the vehicle can be positioned in the slots 324. Then, the fifth driving member 321 drives the adjustment seat 322 to move vertically, thereby correcting the rear of the vehicle vertically, replacing manual adjustment, reducing labor intensity, and improving correction efficiency.

[0060] The fifth driving component 321 can be a hydraulic cylinder, an electric cylinder, a linear slide module, etc., which will not be described in detail here.

[0061] It should be noted that the adjusting seat 322 is arranged in the horizontal direction so that the sliding direction of the adjusting block 323 on the adjusting seat 322 is perpendicular to the driving direction of the fifth driving member 321, so that when the adjusting block 323 pulls the rear of the vehicle to correct it, the rear of the vehicle can be stably kept in the slot 324, and the frame is prevented from sliding out of the slot 324.

[0062] Understandably, referring to Figure 2 and Figure 8 The rear-end straightening mechanism 300 also includes a locking component 330, which includes a sixth driving member 331 and a pressing block 332. The sixth driving member 331 drives the pressing block 332 to move linearly, so that the pressing block 332 can press the rear of the vehicle onto the base 100. The fixed end of the sixth driving member 331 is fixedly connected to the base 100, and the movable end of the sixth driving member 331 is connected to the pressing block 332. The sixth driving member 331 can drive the pressing block 332 to move linearly, so that the pressing block 332 can abut against the rear of the vehicle and press the rear of the vehicle firmly onto the base 100, thereby fixing the position of the rear of the vehicle. This allows the second adjustment component 310 or the third adjustment component 320 to perform local straightening of the rear of the vehicle, improving the accuracy and quality of the straightening.

[0063] It should be noted that the locking component 330 is arranged in front of the second adjustment component 310 and the third adjustment component 320 so that the sixth drive component 331 can drive the pressure block 332 to press the front end of the rear of the vehicle onto the base 100, so that the second adjustment component 310 or the third adjustment component 320 can perform local correction on the rear end of the vehicle, thereby improving the accuracy of the correction.

[0064] The sixth driving component 331 can be a hydraulic cylinder, an electric cylinder, a linear slide module, etc., which will not be described in detail here.

[0065] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A vehicle frame testing and calibration device, characterized in that, include: The base is equipped with a positioning component and multiple sets of detection components. The positioning component includes a first rod, a second rod, and a first driving component. The first driving component has a movable rod that can drive the movable rod to move linearly so that the movable rod can pass through the frame. The first rod is hinged to the first driving component. One end of the second rod is hinged to the movable rod, and the other end of the second rod is hinged to the first rod. The multiple sets of detection components are arranged around the base to form a space for accommodating the frame. The detection components are used to detect the frame. A vehicle front correction mechanism includes a fixing component and a first adjusting component. The fixing component is used to fix the vehicle front and is arranged at the movable end of the first adjusting component. The first adjusting component is used to drive the fixing component to move. The rear-end straightening mechanism includes a second adjustment component and a third adjustment component. The second adjustment component is used to drive the rear of the vehicle to move horizontally, and the third adjustment component is used to drive the rear of the vehicle to move vertically.

2. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The detection assembly includes a mounting frame, a rotating plate, a fixed block, a detection rod, and an elastic element. The mounting frame is fixedly connected to the base, the rotating plate is rotatably connected to the mounting frame, the fixed block is fixedly connected to the rotating plate, the detection rod is slidably connected to the fixed block, and the elastic element is arranged between the fixed block and the detection rod. The elastic element is used to drive the detection rod to move away from the vehicle frame.

3. The vehicle frame testing and calibration equipment according to claim 2, characterized in that, The detection component also includes a limiting plate, which is obliquely connected to the mounting frame, and the rotating plate can abut against the limiting plate.

4. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The fixing component includes a connecting frame, a first connecting plug, a second connecting plug, and a lever. The connecting frame is connected to the movable end of the first adjusting component. The first connecting plug is fixedly connected to the connecting frame. One end of the lever is movably connected to the connecting frame, and the other end of the lever is connected to the second connecting plug. A second driving member is connected to the end of the lever away from the second connecting plug. The second driving member is used to drive the lever to move so that the second connecting plug can move toward the first connecting plug.

5. The vehicle frame testing and calibration equipment according to claim 4, characterized in that, The connecting frame has a first sliding groove, an arc-shaped groove, and a second sliding groove that are connected in sequence. The first sliding groove and the second sliding groove are arranged at an acute angle. The lever is provided with a first sliding rod and a second sliding rod at intervals. The first sliding rod is slidably connected to the first sliding groove, and the second sliding rod can slide in the first sliding groove, the arc-shaped groove, or the second sliding groove.

6. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The first adjustment component includes two third driving members, the movable ends of which are connected to the fixed component. The driving directions of the two third driving members are perpendicular to each other, and the third driving members are used to drive the fixed component to move in the horizontal direction.

7. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The first adjustment assembly further includes a first guide rod, a first guide block, a second guide rod, and a second guide block. The first guide rod is fixedly connected to the base, the first guide block is slidably connected to the first guide rod, the second guide rod is fixedly connected to the first guide block, and the second guide block is slidably connected to the second guide rod. The first guide rod and the second guide rod are perpendicular to each other, and the fixing assembly is fixedly connected to the second guide block.

8. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The second adjustment component includes a fourth drive member and a push block. The push block is connected to the movable end of the fourth drive member. The fourth drive member is used to drive the push block to move in a horizontal direction so that the push block can abut against the rear of the vehicle.

9. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The third adjustment component includes a fifth driving member, an adjustment seat, and two adjustment blocks. The adjustment seat is connected to the movable end of the fifth driving member. The fifth driving member is used to drive the adjustment seat to move in a vertical direction. The adjustment blocks are provided with slots to accommodate the rear of the vehicle. Both adjustment blocks are slidably connected to the adjustment seat.

10. The vehicle frame testing and calibration equipment according to claim 1, characterized in that, The rear-end straightening mechanism also includes a locking component, which includes a sixth driving member and a pressure block. The sixth driving member is used to drive the pressure block to move linearly so that the pressure block can press the rear of the vehicle onto the base.

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