TW201716763A - Automatic driving system for manual transmission scooter - Google Patents

Abstract

An automatic driving system for manual transmission scooter includes a dynamometer, a shifting driver, an accelerator driver, a clutch driver, a braking driver and a control device. The dynamometer disposes on the power wheel of the manual transmission scooter to sense a driving distance of the manual transmission scooter. The shifting driver disposes on the manual transmission scooter and drives a shift level of the manual transmission scooter. The accelerator driver disposes on the manual transmission scooter and drives the accelerator. The clutch driver disposes on the manual transmission scooter and drives the clutch. The braking driver disposes on the manual transmission scooter and drives the brake. The control device controls according to the driving distance to make the actual driving distance close to the preset driving distance.

Description

Durable automatic test device for locomotives

The present invention relates to an automatic driving system, and more particularly to a durable automatic testing device for an operating locomotive.

Due to its light weight and good maneuverability, the locomotive has long been an indispensable means of transportation in Taiwan's daily life, with an average annual demand of about 650,000 to 700,000 units. In recent years, with the improvement of consumer awareness and the improvement of living standards, consumers are increasingly demanding the quality of locomotive products. In addition to general performance, safety and comfort, durability is also an important indicator.

Generally speaking, when the vehicle is driving on a road, the vehicle body is subjected to various impacts of road feedback due to the undulation of the road. Although the impact force does not immediately cause damage to the vehicle product, the vehicle body will continue to accumulate damage under long-term use. When the cumulative damage reaches the upper limit of the vehicle body, it will cause damage. The evaluation of vehicle durability by domestic and foreign vehicle manufacturers has a long history of development. At present, it is mainly through endurance testing on public roads by testers. However, the standards for endurance testing are becoming more and more stringent, and the test mileage has been extended from the early thousands of kilometers to the current 15,000 kilometers, and it is more likely to be extended to 30,000 kilometers in the future. The length of the test mileage increases the burden on the tester. Therefore, R&D personnel should strive to develop an automatic driving system to replace the traditional manpower method to test the durability of the car body to reduce the burden on testers.

The invention provides an automatic test device for durable endurance of a locomotive, thereby solving the problem that the durability of the vehicle body is tested by a traditional method.

An endurance automatic test device for an locomotive includes a power meter displacement device, a shift drive device, a throttle drive device, a clutch drive device, a brake drive device and a control device. The power meter displacement device is configured to be disposed on one of the power wheels of one of the locomotives, and senses the travel distance information of one of the locomotives. The shift driving device is installed on the shifting locomotive and drives one of the shifting locomotives to drive the shifting locomotive to shift gears. The throttle driving device is installed on the shifting locomotive and drives the throttle of one of the shifting locomotives to rotate. The clutch drive device is mounted on the shift locomotive and drives one of the clutches of the shift locomotive. The brake driving device is installed on the locomotive and drives one of the locomotives. The control device is configured to receive the driving distance information, and control the shift driving device, the throttle driving device, the clutch driving device and the braking driving device according to the driving distance information, so that the speed information of the driving locomotive corresponding to the driving distance information approaches a preset Speed information.

According to the above embodiment, the automatic testing device for the endurance of the locomotive is controlled by the control device to control the speed information and the preset information of the driving distance information of the shift driving device throttle driving device, the clutch driving device and the brake driving device. The relationship between the speed information is used as the basis for the durability judgment.

The above description of the present invention and the following description of the embodiments are intended to illustrate and explain the principles of the invention, and to provide a further explanation of the scope of the invention.

Please refer to Figure 1 to Figure 3. 1 is a block diagram of an automatic driving system and an locomotive locomotive according to a first embodiment of the present invention. 2 is a plan view showing one side of the shift locomotive of FIG. 1. 3 is a plan view showing the other side of the shifting locomotive of FIG. 1.

The durable automatic test device 10 for the locomotive of the present embodiment is mounted on a locomotive 20. The locomotive 20 has a throttle 21, a clutch 22, a shift lever 23, a brake 24, an engine 25 and a power wheel 26. The automatic driving system 10 is used to drive the locomotive 20 automatically in place of the original locomotive driving, whereby the durability of the locomotive 20 can be tested by the automatic driving system 10. Actually, when the locomotive 20 is automatically driven by the automatic driving system 20, the locomotive 20 is placed on a carrying platform 15. The carrier 15 is provided with a power roller 16 below the power wheel 26. The power wheel 26 of the locomotive 20 is placed on the power roller 16 of the carrier to enable the power wheel 26 of the locomotive 20 to rotate the power roller 16 and cause the power wheel 26 to generate a resistance to be tested by a load. In addition, an airflow generator 30 is placed in front of the locomotive 20. The airflow generated by the airflow generator 30 is directed toward the steering locomotive 20 in the direction indicated by arrow A to bring the test conditions closer to the actual road conditions.

Further, the automatic driving system 10 includes a power meter displacement device 100, a shift driving device 200, a throttle driving device 300, a clutch driving device 400, a brake driving device 500, a rotational speed sensor 600, and a temperature. The sensor 700 and a control device 800. The dynamometer displacement device 100 is disposed on the power roller 16 and senses the travel distance information of one of the locomotives 20. The travel distance information includes the distance traveled by the locomotive 20 and the vehicle speed, and the RPM of the power roller 16 can be detected. Converted to the speed of the locomotive 20, and the number of revolutions of the power roller 16 can be detected and converted into the distance traveled by the locomotive 20. The clutch driving device 200 is mounted on the clutch 22 of the shifting locomotive 20 and drives the shifting lever 23 of the shifting locomotive 20 to drive the shifting locomotive 20 to shift gears. The throttle driving device 300 is mounted on the handle of the throttle 21 of the locomotive 20 and drives the throttle 21 of the locomotive 20 to rotate. The shift driving device 400 is mounted on the shift lever 23 of the shift locomotive 20 and drives the shift lever 23 of the shift locomotive 20. The brake driving device 500 is installed on the shift locomotive 20 and drives one of the shifting locomotives 20 to brake the vehicle 24. The speed sensor 600 is configured to be disposed on the engine 25 of the locomotive 20 to sense a speed information of the engine 25. The temperature sensor 700 is mounted on the engine 25 of the locomotive 20 to sense a temperature information of the engine 25. The control device 800 is configured to receive travel distance information, rotational speed information, and rotational speed information. The control device 800 is based on the travel distance information clutch driving device 200, the throttle driving device 300, the shift driving device 400, and the brake driving device 500, so that the driving locomotive 20 corresponds to one of the travel distance information (please refer to FIG. 7 for details). The thin solid line) approaches a preset speed information (please refer to the thick solid line in Figure 7 for details). That is to say, the relationship between the preset speed information and the actual speed information is used to monitor whether the locomotive 20 travels according to the preset speed information. If the preset speed information range is exceeded, the control device 800 can adjust the range to the preset speed information. Inside. The detailed test method will be explained later.

In addition, when the temperature information or the rotational speed information received by the control device 800 is higher than a safe value, the control device 800 stops the actuation of the clutch driving device 200, the throttle driving device 300, the control shift driving device 400, and the braking driving device 500. The engine 25 of the locomotive 20 is protected. The safety value is related to the brand and model of the locomotive 20.

Further, please refer to Figures 4-6. 4 is a perspective view of the shift driving device of FIG. 2. Figure 5 is a perspective view of the throttle driving device of Figure 3. Figure 6 is a perspective view of the clutch driving device of Figure 2;

As shown in FIG. 4, the clutch driving device 200 includes a first frame 210, a first assembly 220, a first driving motor 230, a first transmission member 240, a first raking member 250, and a nut. 251. The first assembly member 220 and the first driving motor 230 are both fixed to the first frame body 210 to drive the first transmission member 240 to rotate. The first assembly member 220 is annular and is mounted on the handle of the shift locomotive 20. The first damper 250 is fixed to the nut 251. The first transmission member 240 is, for example, a screw coupled to the output shaft of the first drive motor 230, and the first transmission member 240 is bored and engaged in the nut 251 such that the first transmission member 240 rotates to drive the nut 251 and the first The swaying member 250 is linearly moved, so that the first swaying member 250 can press and control the grip of the clutch 22 of the locomotive locomotive 20, thereby simulating the locomotive driving the grip of the pressing clutch 22 to facilitate the shifting action.

As shown in FIG. 5, the throttle driving device 300 includes a second driving motor 310, a rotating member 320, a second raking member 330, and a second transmitting member 340. The rotating member 320 is fixed to the shaft output shaft of the second drive motor 310. The outer shape of the second swaying member 330 is, for example, a curved plate shape, and the curved plate shape cooperates with the handle arc of the locomotive locomotive 20 for attaching and attaching to the handle of the throttle 21 . The second transmission member 340 is, for example, a metal wire or a nylon wire, which engages the rotating member 320 and the second agitating member 330 to drive the second agitating member 330 to rotate, thereby simulating the action of the locomotive driving the throttle valve 21.

As shown in FIG. 6 , the shifting drive device 400 includes a second frame 410 , a motor 420 and a third damper 430 . The third damper 430 is mounted on the second frame 410 . The other end hole 412 of the body 410 is fixed to the driving pedal, and one of the two holes 431 at the upper end of the third damper 430 is fixed to the gear pedal of the shift lever 23. The third swaying member 430 is rotated by the motor 420. When the third damper member 430 drives the gear shifting lever 23, the gear pedal is down to the first gear, and the lower gear is the N gear, and then the third swaying member. 430 drives the shift lever 23 to shift the pedal to the second gear, and then to the third gear, and then to the fourth gear, and then to the fifth gear, and then when the third crank member 430 drives the shift lever 23 The gear pedal is down to the fourth gear, and then down to the third gear, then down to the second gear, and then down to the first gear, forming a cyclic shift.

In the present embodiment, the shift driving device 200, the throttle driving device 300, the clutch driving device 400, and the brake driving device 500 are relatively movable to each other to share the shifting locomotives installed in different sizes. The so-called relative activities mean that they are separated, are not directly connected to each other, and are indirectly connected only through the transmission line and the control device 800.

In addition, before the actual test, the automatic driving system 10 can be corrected first, and adjusted to the appropriate gear position according to the above.

Please refer to Figure 7. Fig. 7 is a graph showing the relationship between the speed and the speed of the actual test of the shifting locomotive of Fig. 1. After each device is installed in the locomotive 20 and the automatic driving system 10 is calibrated, the locomotive 20 can be tested by the automatic driving system 10. The test principle is to first introduce a preset distance speedometer in the test software. The preset distance speedometer carries the relationship between the travel distance information and the speed information of the locomotive 20. Then, the automatic driving system 10 is activated, and the control device 800 controls the shift driving device 200, the throttle driving device 300, the clutch driving device 400, and the braking driving device 500 according to the driving distance information, so that the driving locomotive 20 corresponds to the driving distance information. The first-speed information (such as the thin solid line in Figure 7) approaches a preset speed information (as shown by the thick solid line in Figure 7). If the locomotive 20 passes the test of the specified distance, the actual distance speed information of the locomotive 20 (as shown by the thin solid line in Fig. 7) approaches the preset distance speed information (please refer to the thick solid line in Fig. 7 for details) , on behalf of the shifting locomotive 20 for durability testing according to the original preset speed information. On the contrary, it must be adjusted to the original preset speed information for durability testing.

Please refer to Figure 8. Figure 8 is a plan view showing the throttle driving device installed in the throttle of the shifting locomotive according to the second embodiment of the present invention.

The throttle driving device 300a of the present embodiment includes a throttle sleeve 310a, a first movable lever 320a, a second movable lever 330a, a fixed bracket 340a, and a drive motor 350a. The throttle sleeve 310a is sleeved on the throttle 21 of the shift locomotive 20 and fastened to the throttle 21 by screws or bolts. One end of the first movable lever 320a is fixed to the throttle sleeve 310a. One end of the second movable lever 330a is detachably engaged with the first movable lever 320a away from one end of the throttle sleeve 310a. The first movable rod 320a and the second movable rod 330a are detachably engaged with the outer bolt groove of the second movable rod 330a, for example, by matching the inner bolt groove of the first movable rod 320a, and are suitable for different models. The locomotive 20 test. The holder 340a is fixed to a table 40. The driving motor 350a is mounted on the fixing frame 340a, and the output shaft of the driving motor 350a is fixed to one end of the second movable lever 330a away from the first movable lever 320a. When the driving motor 350a is activated, the driving motor 350a drives the throttle sleeve 310a to rotate through the first movable lever 320a and the second movable lever 330a, and drives the throttle 21 to rotate through the throttle sleeve 310a.

It should be noted that the first movable rod 320a and the second movable rod 330a of the embodiment both have a universal joint. The universal joint is for the purpose of improving the assembly convenience, but is not limited thereto. In other embodiments, the first movable rod 320a and the second movable rod 330a may not have a universal joint.

Please refer to FIG. 9A and FIG. 9B. 9A is a schematic plan view of a shift drive according to a third embodiment of the present invention. Figure 9B is a plan view of another perspective of Figure 9A.

The shift driving device 400a of the embodiment includes a support frame 410a, a first assembly clip 420a, a drive motor 430a, a rotating rod 440a and a second assembly clip 450a. The first assembly clip 420a is, for example, a universal clamp and is fixed to one side of the support frame 410a. The first assembly clip 420a is clamped to the steering pedal of the shift locomotive 20. The drive motor 430a is fixed to the other side of the support frame 410a. The rotating lever 440a is fixed to the output shaft of the drive motor 430a. One end of the second assembly clip 450a is movably fixed to the rotating rod 440a, and the other end of the second assembly clip 450a has a movable clip 460a detachably clamped to the shift pedal of the shift lever 23 of the shift locomotive 20 on. When the driving motor 430a is activated, the driving motor 430a drives the second assembly clip 450a to raise or lower the gear pedal of the shift lever 23 through the rotating lever 440a. The rotating rod 440a is provided with a plurality of adjusting holes 441a, which can be adapted to the shifting locomotive 20 of different models, and the second assembling clip 450a can be movablely adjusted due to the different distance between the driving pedal and the shifting pedal of the shifting lever 23. The position is fixed to the gear pedal of the shift lever 23.

According to the above embodiment, the automatic testing device for the endurance of the locomotive is controlled by the control device to control the speed information and the preset information of the driving distance information of the shift driving device throttle driving device, the clutch driving device and the brake driving device. The relationship between speed information is used for durability testing.

Furthermore, the shift drive device, the throttle drive device, the clutch drive device and the brake drive device are relatively movable to each other to share the shift locomotives of different sizes.

While the present invention has been described above in terms of the preferred embodiments thereof, it is not intended to limit the invention, and the invention may be modified and modified without departing from the spirit and scope of the invention. The patent protection scope of the invention is subject to the definition of the scope of the patent application attached to the specification.

10‧‧‧Automatic driving system
15‧‧‧Loading station
16‧‧‧Power roller
20‧‧‧shift locomotive
21‧‧‧ throttle
22‧‧‧Clutch
23‧‧‧shift lever
24‧‧‧煞车
25‧‧‧ engine
26‧‧‧Power Wheel
30‧‧‧Airflow generator
100‧‧‧Power Meter Displacement Device
200‧‧‧Clutch drive
210‧‧‧First body
220‧‧‧First assembly
230‧‧‧First drive motor
240‧‧‧First transmission parts
250‧‧‧First moving piece
300‧‧‧ throttle drive
310‧‧‧Second drive motor
320‧‧‧Rotating parts
330‧‧‧Second turret
340‧‧‧ Third transmission
300a‧‧‧Throttle Drive
310a‧‧‧ throttle sleeve
320a‧‧‧first activity pole
321a‧‧‧ inner slot
330a‧‧‧second activity pole
331a‧‧‧Outer bolting rod
340a‧‧‧Retaining frame
350a‧‧‧Drive motor
400‧‧  variable speed drive
410‧‧‧Second body
420‧‧‧Flexible drive parts
430‧‧‧3rd moving piece
400a‧‧·shift drive
410a‧‧‧Support frame
420a‧‧‧First assembly clip
430a‧‧‧Drive motor
440a‧‧‧Rotary rod
441a‧‧‧Adjustment hole
450a‧‧‧Second assembly clip
460a‧‧‧ activity folder
500‧‧‧ brake drive
600‧‧‧Speed Sensor
700‧‧‧temperature sensor
800‧‧‧Control device
A‧‧‧ direction

1 is a block diagram of an automatic driving system and an locomotive locomotive according to a first embodiment of the present invention. 2 is a plan view showing one side of the shift locomotive of FIG. 1. 3 is a plan view showing the other side of the shifting locomotive of FIG. 1. 4 is a perspective view of the shift driving device of FIG. 2. Figure 5 is a perspective view of the throttle driving device of Figure 3. Figure 6 is a perspective view of the clutch driving device of Figure 2; Fig. 7 is a graph showing the relationship between the speed and the speed of the actual test of the shifting locomotive of Fig. 1. Figure 8 is a plan view showing the throttle driving device installed in the throttle of the shifting locomotive according to the second embodiment of the present invention. 9A is a schematic plan view of a shift drive according to a third embodiment of the present invention. Figure 9B is a plan view of another perspective of Figure 9A.

10‧‧‧Automatic driving system

20‧‧‧shift locomotive

21‧‧‧ throttle

22‧‧‧Clutch

23‧‧‧shift lever

24‧‧‧煞车

25‧‧‧ engine

26‧‧‧Power Wheel

100‧‧‧Power Meter Displacement Device

200‧‧‧Clutch drive

300‧‧‧ throttle drive

400‧‧  variable speed drive

500‧‧‧ brake drive

600‧‧‧Speed Sensor

700‧‧‧temperature sensor

800‧‧‧Control device

Claims (15)

An endurance automatic test device for an locomotive includes: a power meter displacement device, wherein the dynamometer displacement device is disposed on a power roller of one of the locomotives, and senses a travel distance information of the one of the locomotives; a shift driving device mounted on one of the shifting locomotives and driving the shifting lever of the shifting locomotive to drive the shifting locomotive to shift; a throttle driving device The throttle drive device is mounted on one of the throttles of the shift locomotive and drives the throttle of the shift locomotive to rotate; a clutch drive device for mounting a clutch on the one of the shift locomotives One of the grips and driving the clutch of the shifting locomotive; a brake driving device for mounting on one of the driving locomotives and driving the braking of the driving locomotive; a control device for receiving the travel distance information, and controlling the shift drive device, the throttle drive device, the clutch drive device, and the brake drive device according to the travel distance information In order to make the play-speed locomotive to be one of the driving speed information from the information reaching a preset speed information. The automatic test device for the durable end of the locomotive according to claim 1, further comprising a speed sensor, wherein the speed sensor is disposed on one of the engines of the locomotive to sense a speed information of the engine. The automatic testing device for the durable end of the locomotive according to claim 2, further comprising a temperature sensor, wherein the temperature sensor is installed on the engine of the locomotive to sense a temperature information of the engine . The automatic testing device for the durable end of the locomotive according to claim 3, wherein when the temperature information or the rotational speed information of the engine is higher than a safe value, the control device is configured to control the shift driving device, the throttle driving device, The clutch driving device and the brake driving device are stopped. An automatic test apparatus for a durable end of a locomotive according to claim 1, wherein the shift drive, the throttle drive, the clutch drive, and the brake drive are movable relative to each other. The automatic testing device for the durable end of the locomotive according to claim 1, wherein the control device uses the relationship between the preset speed information and the actual speed information as a monitoring adjustment. The automatic test apparatus for the durable end of the locomotive according to claim 1, wherein the throttle drive device comprises a first frame body, a first assembly member, a first drive motor, a first transmission member and a first 掣The first assembly member and the first driving motor are fixed to the first frame body, the first rocking member is mounted on the shifting lever, and the first transmission member is coupled to the first driving member The output shaft of the motor passes through the first swaying member, so that the first swaying member is displaced by the first transmission member and displaced relative to the first frame body. The durable automatic test apparatus for a locomotive according to claim 7, wherein the first transmission member is a screw. The automatic testing device for the durable end of the locomotive according to claim 7, wherein the shift driving device comprises a second driving motor, a rotating member, a second raking member and a second transmitting member, the rotating member is fixed The second driving member is mounted on the throttle handle of the second driving motor, and the second transmitting member is coupled to the rotating member and the second rotating member to drive the second tilting The piece rotates. The durable automatic test apparatus for a locomotive according to claim 9, wherein the second transmission member is a wire. The automatic testing device for the durable end of the locomotive according to claim 9, wherein the clutch driving device comprises a second frame body, a telescopic driving member and a third swaying member, wherein the telescopic driving member is mounted on the second The frame is disposed on the telescopic drive member to be displaced relative to the second frame by the telescopic drive member, and the telescopic drive member is mounted on the clutch. The automatic test device for the durable end of the locomotive according to claim 1, wherein the throttle drive device of the embodiment comprises a throttle sleeve, a first movable rod, a second movable rod, a fixed frame and a driving motor, the throttle a sleeve is sleeved on the throttle of the locomotive, one end of the first movable rod is fixed to the throttle sleeve, and one end of the second movable rod is detachably engaged with the first movable rod away from the throttle sleeve In one end, the driving motor is mounted on the fixing frame, and an output shaft of the driving motor is fixed to the second movable rod away from one end of the first movable rod. The automatic test apparatus for the durable end of the locomotive according to claim 12, wherein the first movable rod has an inner bolt groove, and the second movable rod has an outer bolt groove, the inner bolt groove detachably engaging the inner rod External bolting rod. The automatic testing device for the durable end of the locomotive according to claim 1, wherein the shift driving device comprises a support frame, a first assembly clip, a drive motor, a rotating rod and a second assembly clip, the first The assembly clip is fixed to one side of the support frame, and the first assembly clip is clamped to the driving pedal of the driving locomotive, and the driving motor is fixed on the other side of the support frame, and the rotating rod is fixed on the driving rod An output shaft of the driving motor, one end of the second assembling clip is movably fixed to the rotating rod, and the other end of the second assembling clip is clamped to the shift pedal of the shifting lever of the driving locomotive. The automatic testing device for the durable end of the locomotive according to claim 14, wherein the rotating rod is provided with a plurality of adjusting holes, and the second assembling clip is movably fixed to one of the adjusting holes to actively adjust the The position of the second assembly clip.