CN112414311A

CN112414311A - Vehicle outgoing detection system

Info

Publication number: CN112414311A
Application number: CN202011046365.XA
Authority: CN
Inventors: 余洪
Original assignee: Zhejiang Youshun Machinery Co ltd
Current assignee: Zhejiang Youshun Machinery Co ltd
Priority date: 2020-09-29
Filing date: 2020-09-29
Publication date: 2021-02-26

Abstract

The invention relates to a vehicle delivery detection system which comprises a bearing platform, a centering device, a wheel arch detection device and a portal frame calibration device. The bearing platform is used for bearing a vehicle. The centering device is assembled on the bearing platform and used for centering and positioning the vehicle. The wheel arch detection device is arranged close to the bearing platform and used for detecting the height of the wheel arch of the vehicle. The portal frame calibration device is arranged close to the bearing platform and used for a vehicle to pass through and calibrating parameters of the vehicle. The vehicle is centered and positioned through the centering device, so that the vehicle can be ensured not to bring measurement errors due to parking deviation in the detection process. The wheel arch height of the vehicle is detected through the wheel arch detection device, and then the height of the vehicle body can be calculated. The parameters of the vehicle are calibrated through the portal frame calibration device, various instruments of the vehicle can be detected, and therefore the quality problem of the vehicle after the vehicle flows into the market can be avoided.

Description

Vehicle outgoing detection system

Technical Field

The invention relates to the technical field of vehicle detection, in particular to a vehicle factory detection system.

Background

With the continuous improvement of the living standard of people, vehicles have been widely moved into the lives of people and become the best tool for people to ride instead of walk. After the vehicle is manufactured, the vehicle needs to be detected before leaving a factory, the detection before leaving the factory is the final link of vehicle leaving the factory, and the vehicle can flow into the market after all indexes are detected to be qualified.

In the prior art, a vehicle is parked at a position designated by an inspection platform before being prepared for inspection. However, because the vehicle is parked artificially, the position of the vehicle may be deviated during the parking process, and it is the most common practice to set a mark, such as a groove, on the detection platform corresponding to the position of the wheel of the vehicle to guide the positioning. However, this method requires continuous position adjustment, has a low automation level, and is not suitable for detection of a large number of vehicles. For the measurement of the height of the vehicle body, the height of the wheel arch of the wheel is usually measured, and then the height of the vehicle body is calculated according to the height of the wheel arch. In the prior art, the most common mode is to measure the height of the wheel arch directly by manually measuring the height of the wheel arch by a measuring ruler and then calculate the height of the vehicle body, however, the numerical error measured by the method is large, and the automation degree and the efficiency are low. The detection equipment required by various detection links such as detection of vehicle blind areas, detection of lane running deviation, detection of vehicle body appearance and the like is mostly arranged on the portal frame, the position of the detection equipment is easily limited by the portal frame in the detection process, the automation level is poor, the optimal detection position cannot be adjusted in real time, and the detection efficiency and the detection precision are low.

Disclosure of Invention

In view of this, the present invention provides a vehicle factory inspection system, including:

the bearing platform is used for bearing a vehicle;

the centering device is assembled on the bearing platform and used for centering and positioning the vehicle;

the wheel arch detection device is arranged close to the bearing platform and used for detecting the height of the wheel arch of the vehicle;

and the portal frame calibration device is arranged adjacent to the bearing platform and used for the vehicle to pass through and calibrating the parameters of the vehicle.

Optionally, the load-bearing platform has a platform centerline and the vehicle has a vehicle centerline.

Optionally, the centering device comprises a first centering mechanism and a second centering mechanism arranged on the central line of the platform; the first centering mechanism is used for centering and positioning two front wheels of the vehicle, and the second centering mechanism is used for centering and positioning two rear wheels of the vehicle.

Optionally, the first centering mechanism includes a first pushing assembly for pushing the two front wheels simultaneously, and the first pushing assembly includes a first driving unit and a first pushing unit connected to the first driving unit in a driving manner; and

the second centering mechanism comprises two second abutting components which are respectively used for abutting and pushing the two rear wheels, and each second abutting component comprises a second driving unit and a second abutting unit which is connected with the second driving unit in a driving mode.

Optionally, the first centering mechanism further comprises two first plane roller sets symmetrically arranged on two sides of the center line of the platform and used for bearing two front wheels; and the second centering mechanism also comprises two second plane roller sets which are symmetrically arranged at two sides of the central line of the platform and are used for bearing the two rear wheels.

Optionally, the wheel arch detection device includes two first detection devices for detecting the two front wheels and two second detection devices for detecting the two rear wheels.

Optionally, the first detection device includes a first lifting device and a first collecting device assembled to the first lifting device, where the first collecting device includes a first camera and a first light source projection unit assembled to the first camera; and

the second detection device comprises a transverse moving device, a second lifting device assembled on the transverse moving device and a second acquisition device assembled on the second lifting device, wherein the second acquisition device comprises a second camera and a second light source projection unit assembled on the second camera.

Optionally, the load-bearing platform has an ingress end and an egress end; and one corner millimeter wave radar is arranged at each of the four corners of the vehicle.

Optionally, the gantry calibration device includes:

the first portal frame calibration equipment is assembled at the driving end and used for calibrating the two angle millimeter wave radars positioned at the rear end of the vehicle so as to detect the blind area at the rear end of the vehicle;

the second portal frame calibration equipment is assembled at the exit end and used for calibrating the two angle millimeter wave radars positioned at the front end of the vehicle so as to detect the blind area at the front end of the vehicle;

and the third portal frame calibration equipment is assembled on one side, back to the first portal frame calibration equipment, of the second portal frame calibration equipment and is used for acquiring the appearance information of the vehicle.

Optionally, the upper surface of the bearing platform is provided with a plurality of black and white plates arranged at intervals.

The technical scheme provided by the embodiment of the invention can have the following beneficial effects:

the embodiment of the invention provides a vehicle delivery detection system, and a bearing platform is used for bearing a vehicle. The vehicle is centered and positioned through the centering device, so that the vehicle can be ensured not to bring measurement errors due to parking deviation in the detection process. The wheel arch height of the vehicle is detected through the wheel arch detection device, and then the height of the vehicle body can be calculated. The parameters of the vehicle are calibrated through the portal frame calibration device, various instruments of the vehicle can be detected, and therefore the quality problem of the vehicle after the vehicle flows into the market can be avoided.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.

Fig. 1 is a schematic structural diagram of a vehicle factory inspection system according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of the factory inspection system for vehicles and the vehicle shown in FIG. 1;

FIG. 3 is a schematic structural diagram of the assembly of the first centering mechanism and the second centering mechanism shown in FIG. 1 to the load-bearing platform;

FIG. 4 is a schematic view of the internal structure of the first and second centering mechanisms shown in FIG. 3;

FIG. 5 is a schematic view of the first pushing assembly and the first planar roller set shown in FIG. 4;

FIG. 6 is a schematic structural view of the first pushing assembly shown in FIG. 5;

FIG. 7 is a schematic structural diagram of the first carrier plate shown in FIG. 6;

figure 8 is a schematic view of the second pushing assembly and the second set of planar rollers shown in figure 4;

FIG. 9 is a schematic structural view of the second pushing assembly shown in FIG. 8;

FIG. 10 is a schematic structural view of the second carrier plate shown in FIG. 9;

FIG. 11 is a schematic structural diagram of the first detecting apparatus shown in FIG. 1;

FIG. 12 is a schematic view of the internal structure of the first detecting device shown in FIG. 11;

FIG. 13 is a schematic structural view of the second detecting apparatus shown in FIG. 1;

FIG. 14 is a schematic view of the internal structure of the second detecting device shown in FIG. 13;

FIG. 15 is a schematic structural view of the lateral shifting device shown in FIG. 14;

FIG. 16 is a schematic view of the internal structure of the lateral shifting device shown in FIG. 15;

FIG. 17 is a schematic structural view of the lateral shifting device and slide assembly shown in FIG. 16;

fig. 18 is a schematic structural view of the first gantry calibration apparatus shown in fig. 1;

FIG. 19 is a schematic diagram of the Doppler generation system shown in FIG. 18;

FIG. 20 is a schematic structural view of the position adjustment unit shown in FIG. 19;

fig. 21 is a schematic structural view of the second gantry calibration apparatus shown in fig. 1;

FIG. 22 is a schematic structural view of the vertical adjustment unit and the horizontal adjustment unit shown in FIG. 21;

fig. 23 is a schematic structural diagram of the third gantry calibration apparatus shown in fig. 1.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the invention, as detailed in the appended claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention belongs. The use of the terms "a" or "an" and the like in the description and in the claims of the present invention, do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprising" or "comprises", and the like, means that the element or item listed as preceding "comprising" or "includes" covers the element or item listed as following "comprising" or "includes" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

Fig. 1 is a schematic structural diagram of a vehicle factory detection system according to an embodiment of the present invention. Fig. 2 is a schematic structural diagram of the vehicle factory inspection system and the vehicle shown in fig. 1. Fig. 3 is a schematic structural diagram of the assembly of the first centering mechanism and the second centering mechanism shown in fig. 1 to the load-bearing platform. Fig. 4 is a schematic view of the internal structure of the first centering mechanism and the second centering mechanism shown in fig. 3. Fig. 5 is a schematic structural view of the first pushing assembly and the first plane roller set shown in fig. 4. Fig. 6 is a schematic structural view of the first pushing assembly shown in fig. 5. FIG. 7 is a schematic structural diagram of the first carrier plate shown in FIG. 6. Fig. 8 is a schematic structural view of the second pushing assembly and the second planar roller set shown in fig. 4. Fig. 9 is a schematic structural view of the second pushing assembly shown in fig. 8. FIG. 10 is a schematic structural view of the second carrier plate shown in FIG. 9. Fig. 11 is a schematic structural view of the first detecting apparatus shown in fig. 1. Fig. 12 is a schematic structural view of the inside of the first detection apparatus shown in fig. 11. Fig. 13 is a schematic structural view of the second detecting apparatus shown in fig. 1. Fig. 14 is a schematic structural view of the inside of the second detection apparatus shown in fig. 13. Fig. 15 is a schematic structural view of the lateral shifting device shown in fig. 14. Fig. 16 is a schematic view of the internal structure of the lateral shifting device shown in fig. 15. Fig. 17 is a schematic structural view of the lateral shifting device and the sliding assembly shown in fig. 16. Fig. 18 is a schematic structural diagram of the first gantry calibration apparatus shown in fig. 1. Fig. 19 is a schematic configuration diagram of the doppler generation system shown in fig. 18. Fig. 20 is a schematic structural view of the position adjustment unit shown in fig. 19. Fig. 21 is a schematic structural diagram of the second gantry calibration apparatus shown in fig. 1. Fig. 22 is a schematic structural view of the vertical adjustment unit and the lateral adjustment unit shown in fig. 21. Fig. 23 is a schematic structural diagram of the third gantry calibration apparatus shown in fig. 1.

Referring to fig. 1 to 23, an embodiment of the present invention provides a vehicle factory inspection system 100, which includes a bearing platform 101, a centering device 1, a wheel arch detection device 2, and a gantry calibration device 3. The load-bearing platform 101 is used for bearing a vehicle 102. The centering device 1 is assembled on the carrying platform 101 and used for centering and positioning the vehicle 102. The wheel arch detection device 2 is disposed adjacent to the carrying platform 101, and is used for detecting the wheel arch height of the vehicle 102. The gantry calibration device 3 is disposed adjacent to the bearing platform 101, and is used for the vehicle 102 to pass through and calibrating parameters of the vehicle 102.

In the vehicle delivery detection system 100 provided by the embodiment of the present invention, the carrying platform 101 is used for carrying a vehicle 102. By centering and positioning the vehicle 102 through the centering device 1, it can be ensured that the vehicle 102 does not have measurement errors due to parking deviation in the detection process. The height of the wheel arch of the vehicle 102 is detected by the wheel arch detecting device 2, and the height of the vehicle body can be calculated. The parameters of the vehicle 102 are calibrated by the gantry calibration device 3, so that various instruments of the vehicle 102 can be detected, and thus, the quality problem of the vehicle 102 can be avoided after the vehicle enters the market.

Referring to fig. 1-4, the load-bearing platform 101 may include a plurality of keel profiles and a plurality of platform plates. Specifically, a plurality of keel sectional materials can be built to form a square frame structure, and a plurality of platform plates are laid on the upper surface layer of the frame structure. The vehicle 102 is parked on the platform plate, the frame structure has strong bearing capacity, and the ground cannot be easily damaged after the vehicle 102 is carried. The load bearing platform 101 has a platform center line 1011 at the center along its length, and the platform center line 1011 divides the load bearing platform 101 into two symmetrical parts. Correspondingly, the vehicle 102 also has a vehicle centerline 1021 along its length, and the vehicle centerline 1021 also divides the vehicle 102 into two symmetrical portions.

Further, referring to fig. 1 to 10, the centering device 1 is assembled to a carrying platform 101 for centering and positioning a vehicle 102. Specifically, the centering device 1 includes a first centering mechanism 11 and a second centering mechanism 12 disposed on the platform center line 1011. The first centering mechanism 11 is used for centering and positioning the two front wheels of the vehicle 102, and the second centering mechanism 12 is used for centering and positioning the two rear wheels of the vehicle 102. When the vehicle 102 is parked on the loading platform 101 and the two front wheels and the two rear wheels thereof correspond to the positions of the first centering mechanism 11 and the second centering mechanism 12, respectively, the first centering mechanism 11 and the second centering mechanism 12 are synchronously activated and respectively push against the two front wheels and the two rear wheels until it is determined that the vehicle 102 is centered when the vehicle center line 1021 and the platform center line 1011 coincide.

In one embodiment, referring to fig. 1 to 7, the first centering mechanism 11 includes a first pushing assembly 111 for pushing two front wheels simultaneously. The first pushing assembly 111 includes a first driving unit and a first pushing unit connected to the first driving unit. The first centering mechanism 11 further comprises two first plane roller sets 112 symmetrically arranged on two sides of the platform center line 1011 and used for bearing two front wheels.

Specifically, the first pushing component 111 is located between two first plane roller sets 112 for carrying two front wheels. In the process of pushing the two front wheels to move, the two front wheels are driven by the two first plane roller sets 112 to move respectively by the first pushing component 111. Therefore, the pushing process is more labor-saving, and the pushing effect is better. A first bearing plate 13 is disposed on the platform center line 1011 and between the two first plane roller sets 112 for bearing the two front wheels, for bearing the first pushing component 111. In a preferred example, the first driving unit included in the first pushing assembly 111 may include a first driving cylinder a1118 and a first driving cylinder b 1119. The first pushing unit may include a first pushing unit a and a first pushing unit b. Specifically, the first pushing unit a includes a first transmission rack a1112, and the first pushing unit b includes a first transmission rack b 1113. The first carrier 13 is assembled with a first transmission gear 1111. First drive rack a1112 and first drive rack b1113 mesh in the relative both sides of first drive gear 1111 respectively, and set up along first drive gear 1111 centrosymmetry, and it is the opposite direction of motion that first drive rack a1112 and first drive rack b1113 also are. The first driving cylinder a1118 and the first driving cylinder b1119 run synchronously, the first driving cylinder a1118 drives the first transmission rack a1112 to reciprocate along the direction perpendicular to the platform center line 1011, and the first driving cylinder b1119 also drives the first transmission rack b1113 to reciprocate along the direction perpendicular to the platform center line 1011. Further, the first carrier plate 13 is provided with a first slide rail a131 and a first slide rail b132 at positions corresponding to the first transmission rack a1112 and the first transmission rack b1113, respectively. The first transmission rack a1112 is slidably connected to the first slide rail a131 through at least two first sliders a (not shown), and the first transmission rack b1113 is slidably connected to the first slide rail b132 through at least two first sliders b 1116. Specifically, the first slide rail a131 and the first slide rail b132 are arranged along the center of the first carrier plate in a central symmetry manner. Further, the invention also comprises a first pair of middle abutting push rods a1114 and a first pair of middle abutting push rods b1115 which are parallel to each other. The first pair of middle pushing rods a1114 is mounted at an end of the first transmission rack a1112, and the first pair of middle pushing rods b1115 is mounted at an end of the first transmission rack b1113, so as to push against the two front wheels respectively. The first driving cylinder a1118 and the first driving cylinder b1119 operate synchronously to drive the first pair of middle abutting push rods a1114 and the first pair of middle abutting push rods b1115 to move back and forth so as to abut against the two front wheels respectively. Further, the first driving cylinder a1118 and the first driving cylinder b1119 are respectively fixedly connected with the first driving rack b1113 through a first connecting piece 1117 and a first driving rack a 1112. Further, the present invention also includes a first closure flap 110. The first sealing cover plate 110 covers the first pushing component 111. Therefore, the first pushing assembly 111 can be effectively prevented from being impacted by foreign objects or being contaminated by dirt, dust and the like in the air.

In one embodiment, referring to fig. 1 to 4 and 8 to 10, the second centering mechanism 12 includes two second pushing components 121 for pushing the two rear wheels respectively. Each of the second pushing assemblies 121 includes a second driving unit and a second pushing unit connected to the second driving unit in a driving manner. The second centering mechanism 12 further includes two second plane roller sets 122 symmetrically disposed on two sides of the platform center line 1011 for carrying two rear wheels.

Specifically, the two second pushing assemblies 121 are disposed back to back on the platform center line 1011 for pushing the two rear wheels, respectively, and the two second pushing assemblies 121 are located between the two second plane roller sets 122 for carrying the two rear wheels. In the process of pushing the two rear wheels by the two second pushing assemblies 121, the two rear wheels are driven by the two second plane roller sets 122 to move, so that the pushing process is more labor-saving and the pushing effect is better. A second carrier plate 14 is disposed on the platform center line 1011 and between the two second plane roller sets 122 for carrying the two rear wheels. Two second pushing assemblies 121 are carried on the second carrier plate 14. The two second pushing components 121 are disposed along the center of the second bearing plate 14, i.e. disposed in a rotational symmetry manner, that is, the moving directions of the two second pushing components 121 are opposite. And the two second pushing components 121 operate synchronously. In a preferred example, the second driving unit included in the second pushing assembly 121 may be, but is not limited to, a second driving cylinder 1218. The second pushing unit may include a second driving gear 1211, a second driving rack a1212, and a second driving rack b 1213. The second transmission gear 1211 is rotatably assembled on the second carrier plate 14. The second driving rack a1212 and the second driving rack b1213 are disposed in parallel along a direction perpendicular to the center line 1011 of the platform and engaged with opposite sides of the second driving gear 1211, respectively. The second driving rack a1212 and the second driving rack b1213 are disposed symmetrically along the center of the second driving gear 1211, i.e., the moving directions of the second driving rack a1212 and the second driving rack b1213 are opposite. The second driving cylinder 1218 is connected to the second driving rack a1212, so as to drive the second driving rack a1212 to reciprocate along a direction perpendicular to the platform center line 1011, and further drive the second driving rack b1213 to reciprocate along the direction perpendicular to the platform center line 1011 under the meshing transmission of the second driving gear 1211. Further, the second carrier plate 14 has a second sliding rail a141 and a second sliding rail b142 respectively opened at positions corresponding to the second transmission rack a1212 and the second transmission rack b 1213. The second driving rack a1212 is slidably connected to the second slide rail a141 by at least two second sliders a (not shown), and the second driving rack b1213 is slidably connected to the second slide rail b142 by at least two second sliders b 1216. Specifically, the two second sliding rails a141 are disposed along the center of the second bearing plate 14, and the two second sliding rails b142 are also disposed along the center of the second bearing plate 14. Further, the invention also comprises a second middle abutting rod a1214 and a second middle abutting rod b1215 which are parallel to each other. The second middle pushing rod a1214 is respectively installed at the end of the second driving rack a1212 in one second pushing unit and the end of the second driving rack b1213 in the other second pushing unit. The second middle push rod pair 1215 is respectively installed at the end of the second transmission rack b1213 in one second push unit and the end of the second transmission rack a1212 in the other second push unit. The two second driving cylinders 1218 are operated synchronously to drive the second middle supporting push rod a1214 and the second middle supporting push rod b1215 to move back and forth for supporting and pushing the two rear wheels, respectively. Further, the second driving cylinder 1218 is fixedly connected to the second driving rack a1212 through a second connecting member 1217. Further, the present invention also includes a second closure flap 120. The second sealing cover 120 covers the two second pushing assemblies 121. Therefore, the two second pushing assemblies 121 can be effectively prevented from being impacted by foreign objects or being contaminated by dirt and dust in the air.

It should be noted that the first pushing assembly 111 further includes two first distance sensors (not shown), and the two first distance sensors can be respectively mounted on the first driving rack a1112 and the first driving rack b1113, but not limited thereto. In the process of synchronous movement of the first transmission rack a1112 and the first transmission rack b1113, the two first distance sensors are respectively used for calculating the advancing distances of the first transmission rack a1112 and the first transmission rack b1113, and the precision requirement is met if and only if the distance measurement values of the two first distance sensors are equal. When the vehicle 102 completes the centering, the first driving cylinder a1118 and the first driving cylinder b1119 stop operating synchronously. Correspondingly, each second pushing assembly 121 further includes two second distance sensors (not shown), and the two second distance sensors can be respectively mounted on the second transmission rack a1212 and the second transmission rack b1213, but the second distance sensors are not limited thereto. In the process of synchronous movement of the second transmission rack a1212 and the second transmission rack b1213, the two second distance sensors are respectively used for calculating the advancing distance of the second transmission rack a1212 and the second transmission rack b1213, and if and only if the distance measurement values of the two second distance sensors are equal, the precision requirement is met. After the vehicle 102 completes centering and positioning, the two second driving cylinders 1218 stop operating synchronously. And the two first distance sensors and the two second distance sensors are simultaneously turned on and simultaneously turned off. Before the vehicle 102 is centered, the vehicle center line 1021 and the platform center line 1011 are deviated, the first pair of middle abutting push rods a1114 and the first pair of middle abutting push rods b1115 corresponding to the positions of the front wheels synchronously move to abut against the two front wheels, and correspondingly, the second pair of middle abutting push rods a1214 and the second pair of middle abutting push rods b1215 corresponding to the positions of the rear wheels synchronously move to abut against the two rear wheels, so that the whole body movement of the vehicle 102 is adjusted, and finally, the vehicle center line 1021 and the platform center line 1011 are ensured to be coincident.

The wheel arch detection device 2 is disposed adjacent to the carrying platform 101, and is used for detecting the wheel arch height of the vehicle 102. Specifically, the wheel arch detecting device 2 includes two first detecting devices 21 for detecting two front wheels and two second detecting devices 22 for detecting two rear wheels. Specifically, the two first detecting devices 21 are respectively disposed on two sides of the carrying platform 101, and are symmetrical with respect to the platform center line 1011. The two first detecting devices 21 correspond to the positions of the first centering mechanism 11, i.e. the first centering mechanism 11 is located on the line connecting the two first detecting devices 21. In this way, the two first detection devices 21 can be used to measure the square height of the wheel arch of the two front wheels, respectively. Correspondingly, the two second detecting devices 22 are also disposed on two sides of the carrying platform 101, and are symmetrical with respect to the platform center line 1011. The two second detecting devices 22 correspond to the positions of the second centering mechanism 12, that is, the second centering mechanism 12 is located on the line connecting the two second detecting devices 22. In this way, the two second detection devices 22 can be used to measure the square height of the wheel arch of the two rear wheels, respectively. In this way, the two first detection devices 21 and the two second detection devices 22 operate synchronously, the four wheel arches of the vehicle 102 can be measured synchronously, the measurement data of the four wheel arches can be obtained at one time, and then the height of the vehicle body can be calculated. And the correction degree of the height of the vehicle body can be calculated according to the height difference values of the four wheel arches, the vehicle 102 with the height difference exceeding the threshold value is continuously adjusted, and then the measurement is carried out until the height difference is within the error range. The operation is efficient and accurate, the cost is low, and the quality of the delivered vehicle 102 can be guaranteed to reach the standard. Of course, in another embodiment, the two first detecting devices 21 may be used for detecting the two rear wheels, respectively, and the two second detecting devices 22 may be used for detecting the two front wheels, respectively, without being limited in particular.

In one embodiment, referring to fig. 1, 2, 11 and 12, each of the first detecting devices 21 is covered with a first shielding frame 214. The first protective frame 214 is a hollow square frame structure and is used for protecting the first detection device 21. The end facing the vehicle 102 has an opening, in which the first detection device 21 is located and through which the height measurement of the wheel arch of the front wheel is carried out. Specifically, the first detecting device 21 includes a first lifting device 211 and a first collecting device 212 assembled to the first lifting device 211. The first capturing device 212 includes a first camera 2121 and a first light source projecting unit 2122 assembled to the first camera 2121. The first lifting device 211 includes a first lifting base 2111, an adjusting screw 2112, two guiding columns 2113, an upper fixing seat 2114, a handwheel 2115, a fastening handle 2116 and a scale 2117. The first lifting base 2111 may be a square plate structure, and the adjusting screw 2112 and the two guide posts 2113 are vertically assembled on the first lifting base 2111. The length of the adjusting screw 2112 is equal to that of the two guide columns 2113, the adjusting screw 2112 is positioned between the two guide columns 2113, and the connecting line direction of the three is perpendicular to the central line 1011 direction of the platform. The upper fixing seat 2114 is assembled to the upper end surfaces of the adjusting screw 2112 and the two guide posts 2113, and is disposed vertically corresponding to the first lifting base 2111. The first camera 2121 is vertically assembled to the adjusting screw 2112 and the two guide posts 2113 via a camera adjusting plate 213. Specifically, the camera adjustment plate 213 may also be a square plate structure, and a nut adjustment seat 2131 adapted to the adjustment screw 2112 and two guide posts 2132 adapted to the two guide posts 2113 are respectively assembled at positions corresponding to the adjustment screw 2112 and the two guide posts 2113. Thus, the camera adjustment plate 213 can drive the first camera 2121 and the first light source projection unit 2122 to move up and down along the first lifting device 211. Further, a handwheel 2115 is assembled on the upper end surface of the upper fixing seat 2114 and is fixedly connected to the upper end of the adjusting screw 2112. The handwheel 2115 is manually rotated to drive the camera adjustment plate 213 to move up and down, so as to adjust the height positions of the first camera 2121 and the first light source projection unit 2122. After the position is adjusted, the handwheel 2115 stops rotating. In order to prevent the camera adjustment plate 213 from easily moving up and down, a fastening handle 2116 for restricting the up and down movement of the camera adjustment plate 213 may be provided. Specifically, the fastening handle 2116 is assembled to the upper fixing seat 2114, and a threaded hole is formed in a side edge of the upper fixing seat 2114, and the threaded hole penetrates to the position of the adjusting screw 2112. The tightening handle 2116 is screwed into the threaded hole, and when the end portion abuts against the side wall of the adjustment screw 2112, the rotation of the adjustment screw 2112 is restricted, and the vertical movement of the camera adjustment plate 213 is restricted. The scale member 2117 is vertically disposed, and both ends thereof are fixed to the first lifting base 2111 and the upper fixing base 2114, respectively. The scale member 2117 is provided with a scale along the length direction thereof for determining the distance of displacement of the camera adjustment plate 213 during the up-and-down movement thereof, thereby improving the accuracy. In this embodiment, first lift base 2111 may be assembled to an adjustment assembly for securing to the ground. Specifically, in a preferred example, the adjusting assembly may include a first adjusting base 215, a second adjusting base 216, a third adjusting base 217 and a fourth adjusting base 218 which are stacked in sequence from bottom to top. The first lift base 2111 is assembled on the fourth adjustment base 218. However, the specific structure and the specific shape of the adjusting component are not limited, and may be defined according to the actual application scenario, which is not described herein. Further, in this embodiment, a control device is further included. The control device is communicatively and/or electrically connected to the first detection device 21. Specifically, the first camera 2121 of the first detection device 21 is communicatively and/or electrically connected to the control device. And the first light source projection unit 2122 may be assembled right above the first camera 2121. The first light source projection unit 2122 and the first camera 2121 are both disposed toward the front wheel direction. In a preferred example, the first light source projection unit 2122 may be a lateral light source emitter capable of emitting a horizontal linear light beam that is tangential to the wheel arch of the front wheel. The control apparatus issues an image capture instruction to the first camera 2121, and the first camera 2121 captures image information of the front wheel and sends the image information to the control apparatus. The control device recognizes the vertical distance between the straight light beam and the bottom of the front wheel, thereby measuring the height of the wheel arch and further deducing the height of the vehicle body. By adopting the method, the height of the wheel arch can be measured quickly and accurately, the cost for measuring the wheel arch can be effectively reduced, and the assembly quality of the vehicle 102 is improved. Of course, in other examples, the height of the wheel arch may be calculated in other manners, and is not limited thereto.

In one embodiment, referring to fig. 1, 2 and 13-17, each second inspection device 22 is also covered with a second protective frame 224, which functions as the first protective frame 214. The second shielding frame 224 is sized to fit the second detection device 22. The first protection frame 214 and the second protection frame 224 have the same functions and structures except for their different sizes, and are not described in detail herein. The second sensing device 22 may be used to measure the height of the wheel arch of the rear wheel. The second detecting apparatus 22 includes a traverse device 223, a second lifting device 221 assembled on the traverse device 223, and a second collecting device 222 assembled on the second lifting device 221. The second collecting device 222 includes a second camera 2221 and a second light source projection unit 2222 assembled to the second camera 2221. It should be noted that the structure and function of the second lifting device 221 are the same as those of the first lifting device 211, and reference is made to the above description, which is not described in detail herein. The second camera 2221 and the second light source projection unit 2222 included in the second collection device 222 are also identical in structure and function to the first collection device 212. And the control device is also communicatively and/or electrically connected to the second camera 2221 of the second detection device 22. Reference is also made in detail to the above description, which is not described in detail here.

In this embodiment, the second lifting device 221 is slidably connected to the lateral moving device 223 through a sliding assembly 225. The lateral moving device 223 can drive the second lifting device 221 to reciprocate along the direction parallel to the platform center line 1011. Thus, the measurement range of the second elevating device 221 can be expanded. Specifically, the lateral movement device 223 includes a driving unit 2231, a slide rail unit 2232, and a lateral screw 2233. The slide rail unit 2232 is a strip-shaped structure and is disposed along a direction perpendicular to a connecting line of the two rear wheels. The slide rail unit 2232 is provided with two slide rails 22321 symmetrical along the center line of the length direction thereof, and both of the slide rails 22321 extend to opposite ends of the slide rail unit 2232. The driving unit 2231 is provided at one end of the slide rail unit 2232 in the longitudinal direction thereof. The transverse screw rods 2233 are disposed between the two sliding rails 22321, extend to opposite ends of the sliding rail unit 2232, and are drivingly connected to the driving unit 2231. Further, the sliding assembly 225 includes a nut seat 2251 and two sliding blocks 2252. The two sliders 2252 are disposed opposite to each other and slidably connected to the two slide rails 22321, respectively. The nut seat 2251 is disposed between the two sliding rails 22321 and is slidably connected to the transverse screw 2233. The second lifting device 221 is assembled to the two sliders 2252 and the nut seat 2251 via the slider 226. Specifically, the sliding member 226 is fixedly mounted on two sliding blocks 2252 and a nut seat 2251. The second lifting base 2211 of the second lifting device 221 is assembled to the slider 226. The second elevating device 221 may reciprocate in a length direction of the traverse device 223 by the driving unit 2231. Further, the lateral moving device 223 further includes a limiting plate 2234. The limiting plate 2234 covers the slide rail unit 2232 and is adapted to the upper end surface of the slide rail unit 2232. The slider 226 may have a U-shape, and the position-limiting plate 2234 is interposed between the slider 226 and the second lifting base 2211 of the second lifting device 221. In this way, the second lifting device 221 cannot easily fall off the lateral moving device 223 under the limit of the limit plate 2234 during the process of moving along the lateral moving device 223. Further, the lateral shifting device 223 can be fixed to the ground by two bottom supporting seats 227. The specific structure and the specific shape of the bottom supporting seat 227 are not limited, and may be defined according to the actual application scenario, which is not described herein.

The gantry calibration device 3 is disposed adjacent to the bearing platform 101, and is used for the vehicle 102 to pass through and calibrating parameters of the vehicle 102. The load-bearing platform 101 has an entry end 1012 and an exit end 1013. And a corner millimeter wave radar 1022 is provided at each of the four corners of the vehicle 102. Specifically, the gantry calibration device 3 includes a first gantry calibration apparatus 31, a second gantry calibration apparatus 32, and a third gantry calibration apparatus 33. The first gantry calibration equipment 31 is assembled at the entrance end 1012 and is used for calibrating a two-angle millimeter wave radar 1022 located at the rear end of the vehicle 102, and further detecting a blind zone at the rear end of the vehicle 102. The second gantry calibration device 32 is assembled at the exit end 1013, and is configured to calibrate the two-angle millimeter wave radar 1022 located at the front end of the vehicle 102, so as to detect a blind area at the front end of the vehicle 102. The third gantry calibration device 33 is assembled on a side of the second gantry calibration device 32 opposite to the first gantry calibration device 31, and is configured to obtain the shape information of the vehicle 102.

In one embodiment, referring to fig. 1, 2 and 18-20, the first gantry calibration apparatus 31 includes a first gantry body 311, a mounting bracket 312, a doppler generation system 313 and an emergency braking system 314. The mounting bracket 312 is assembled to the first gantry body 311, and moves up and down along the first gantry body 311. The doppler generation system 313 is assembled on the side of the mounting bracket 312 facing the load-bearing platform 101. An emergency braking system 314 is assembled to the first gantry body 311 for controlling the movement of the mounting bracket 312. Specifically, the first gantry body 311 includes a first cross bar 3111, two first vertical bars 3112, two first supporting seats 3113 and two reinforcing bars 3114. Wherein, first horizontal pole 3111 and two first montants 3112 all can be made by the aluminium alloy. Two first vertical bars 3112 are respectively disposed at two ends of the first cross bar 3111 and are perpendicular to the first cross bar 3111. Two stiffeners 3114 are disposed at the junction between two first vertical bars 3112 and first horizontal bar 3111 for strengthen the connection between two first vertical bars 3112 and first horizontal bar 3111. The two first supporting seats 3113 are respectively disposed at the bottom ends of the two first vertical bars 3112 for fixing and supporting the two first vertical bars 3112. The two ends of the mounting bracket 312 are slidably connected to the two first vertical bars 3112 respectively. Wherein, the installing support 312 can be the frame body aluminum profile struction of a side type, and two first montants 3112 all are equipped with the slide rail along its direction of height, and installing support 312 both ends all are equipped with sliding connection in the slider of two slide rails, and two first montants 3112 all are equipped with a motor, and this motor accessible lead screw sliding connection reciprocates in the slider to drive installing support 312. Further, the emergency braking system 314 is used to control the mounting bracket 312, so as to prevent the mounting bracket 312 from moving further when the mounting bracket 312 moves to the upper and lower limit positions, and to prevent the mounting bracket 312 from being impacted. And when the mounting bracket 312 is in the process of moving, for example, in case of emergency, the emergency braking system 314 can immediately stop the mounting bracket 312 from continuing to move, thereby playing a role of protection. The emergency braking system 314 includes a braking body 3143, four transmission shafts 3141, and two steering gears 3142. The brake body 3143 is assembled at the center of the first cross bar 3111, two ends of the brake body 3143 are both connected with a transmission shaft 3141 in a transmission manner, a transmission shaft 3141 is also arranged in the two first vertical bars 3112, a steering gear 3142 is assembled at the joint of the two first vertical bars 3112 and the first cross bar 3111, and the steering gear 3142 is used for connecting the two adjacent transmission shafts 3141. Further, the doppler generation system 313 includes a doppler generator 3131 and a position adjustment unit 3132. The position adjusting unit 3132 is assembled to the middle position of the mounting bracket 312. The number of the doppler generators 3131 is two, and the doppler generators are respectively disposed at both sides of the position adjustment unit 3132. The position adjusting unit 3132 includes a sliding rail unit 31321, two sliding rails 31322, two sliding members 31323, a threaded rod 31324, and a driving motor 31325. The sliding rail unit 31321 is disposed in parallel with the first cross bar 3111. The two sliding rails 31322 are disposed on the sliding rail unit 31321 in parallel, and are symmetrical along a center line of the sliding rail unit 31321 in the length direction. The threaded rod 31324 is disposed between the two sliding rails 31322, and the driving motor 31325 is disposed at one end of the sliding rail unit 31321 along the length direction thereof and is drivingly connected to the threaded rod 31324. The two sliders 31323 are slidably connected to the two slide rails 31322 and the threaded rod 31324, respectively, so as to reciprocate along the length direction of the slide rail unit 31321 under the driving of the driving motor 31325. The two doppler generators 3131 are respectively assembled on the two sliding elements 31323. Specifically, two doppler generators 3131 are disposed toward the loading platform 101. Each doppler generator 3131 includes an electrical box 31311, a calibration line 31312, and an indicator light 31313. The calibration line 31312 is vertically disposed. The two calibration lines 31312 of the two doppler generators 3131 are respectively aligned with the two-angle millimeter wave radar 1022 located at the rear end of the vehicle 102. Then, the two-angle millimeter wave radar 1022 is activated, the two-angle millimeter wave radar 1022 emits microwaves at the same time, the microwaves are reflected by the two calibration lines 31312 to form reflected waves, the reflected waves are superposed with the emitted waves, and the reflected waves are received by the two-angle millimeter wave radar 1022, so that a moving doppler signal is simulated. By comparing the positions of the two-angle millimeter wave radar 1022 for receiving the doppler signals, it can be determined whether the installation angle of the two-angle millimeter wave radar 1022 needs to be adjusted.

In one embodiment, referring to fig. 1, 2, 21 and 22, the second gantry calibration apparatus 32 includes a second gantry body 321 and a radar calibration system 322. The second gantry body 321 includes a second cross bar 3211, two second vertical bars 3212, and two second supporting seats 3213. The two second vertical bars 3212 are respectively disposed at two ends of the second cross bar 3211 and are perpendicular to the second cross bar 3211. The two second supporting seats 3213 are respectively disposed at bottom ends of the two second vertical bars 3212 to fix the two second vertical bars 3212. The radar calibration system 322 is slidably coupled to the second cross bar 211. Specifically, the radar calibration system 322 includes a radar reflection plate 3221, a vertical adjustment unit 3222, and a horizontal adjustment unit 3223. The radar reflection plate 3221 is assembled on one side of the vertical adjustment unit 3222 facing the bearing platform 101. The lateral adjusting unit 3223 is assembled to the second cross bar 3211, and is located on the same straight line with the second cross bar 3211. The vertical adjusting unit 3222 is slidably connected to the horizontal adjusting unit 3223, and moves back and forth along the length direction of the horizontal adjusting unit 3223. Further, the lateral adjustment unit 3223 includes a lateral slide rail body 32231, two lateral slide rails 32232, a lateral slide member 32233, a lateral screw 32234, and a lateral motor 32235. The lateral slide rail body 32231 is assembled to the second cross bar 3211, and the two lateral slide rails 32232 are disposed in parallel on the lateral slide rail body 32231, and are symmetrical along a center line of the lateral slide rail body 32231 in the length direction. The transverse screw rod 32234 is disposed between the two transverse slide rails 32232, and the transverse motor 32235 is disposed at one end of the transverse slide rail body 32231 along the length direction thereof, and is drivingly connected to the transverse screw rod 32234. The horizontal sliding member 32233 is slidably connected to the two horizontal sliding rails 32232 and the horizontal screw rod 32234, and is used for installing the vertical adjusting unit 3222, and the vertical adjusting unit 3222 can move left and right in the horizontal direction under the driving of the horizontal motor 32235. Further, the vertical adjusting unit 3222 includes a vertical slide rail body 32221, two vertical slide rails 32222, a vertical sliding member 32223, a vertical screw rod 32224, and a vertical motor 32225. The vertical slide rail body 32221 is assembled to the horizontal sliding member 32233, and the two vertical slide rails 32222 are disposed in parallel on the vertical slide rail body 32221, and are symmetrical along a center line of the vertical slide rail body 32221 in the length direction. The vertical screw rod 32224 is disposed between the two vertical slide rails 32222, and the vertical motor 32225 is disposed at one end of the vertical slide rail body 32221 along the length direction thereof, and is drivingly connected to the vertical screw rod 32224. The vertical sliding member 32223 includes a vertical nut seat 322232 slidably connected to the vertical screw rod 32224, and four vertical sliding blocks 322231 slidably connected to the two vertical sliding rails 32222. Each two vertical sliding blocks 322231 are slidably connected to a vertical sliding rail 32222. The vertical nut seat 322232 and the four vertical sliding blocks 322231 are used together to mount the radar reflection plate 3221. The radar reflection plate 3221 may be driven to move up and down by the vertical motor 32225. In this way, the radar reflection plate 3221 can move up, down, left, and right, that is, the position thereof can be freely adjusted. Specifically, the two-angle millimeter wave radar 1022 located at the front end of the vehicle 102 is activated, each of the two-angle millimeter wave radars 1022 emits microwaves, the microwaves are reflected by the radar reflection plate 3221 to form reflected waves, and by judging the degree of superposition of the reflected waves and the emitted waves, and whether the reflected waves and the emitted waves are superposed or not superposed, but the errors are within an allowable range, it is judged whether the installation angles of the two-angle millimeter wave radars 1022 need to be adjusted or not.

In one embodiment, referring to fig. 1, 2 and 23, the third gantry calibration apparatus 33 is assembled on a side of the second gantry calibration apparatus 32 opposite to the first gantry calibration apparatus 31, and is used for acquiring the profile information of the vehicle 102. In one embodiment, the third gantry calibration apparatus 33 includes a third gantry body 331 and a black and white correction system 332. The black-and-white calibration system 332 includes a calibration support body 3321 and at least two geometric calibration plates 3322. The calibration support body 3321 is slidably connected to the third gantry body 331 and moves up and down along the third gantry body 331. At least two geometric calibration plates 3322 are assembled on a side of the calibration support body 3321 facing the loading platform 101. It should be noted that the specific structure of the third portal frame body 331 is the same as that of the first portal frame body 311, and specific reference may be made to the structure of the first portal frame body 311, which is not described herein in detail. The calibration frame body 3321 may be a long plate-shaped structure, and is disposed parallel to the third rail 3311 of the third gantry body 331. And the calibrating support body 3321 is slidably connected to the two third vertical bars 3312 of the third gantry body 331 and can move up and down along the two third vertical bars 3312. In a preferred example, the geometric calibration plate 3322 is two in number and is symmetrically disposed along the center of the calibration support body 3321. The geometric calibration plate 3322 may be a square plate structure, and the surface layer thereof is provided with a plurality of geometric blocks arranged in black and white intervals. Furthermore, the upper surface layer of the carrying platform 101 is also provided with a plurality of black-and-white plates 1014 arranged at intervals, after the vehicle 102 is centered on the carrying platform 101, the camera of the vehicle 102 shoots the two geometric calibration plates 3322 and the black-and-white plates 1014 on the upper surface layer of the carrying platform 101, and then image information is obtained. The camera uploads the information to a software system, the position of the geometric block in the image can be determined after the software system performs graphic analysis on the information, then the actual direction angle of the camera on the vehicle 102 and the actual height of the camera can be determined, and then the software system stores the information into a control system.

The first gantry calibration equipment 31, the bearing platform 101, the second gantry calibration equipment 32 and the third gantry calibration equipment 33 are located on the same straight line. Therefore, the first gantry calibration equipment 31, the bearing platform 101, the second gantry calibration equipment 32 and the third gantry calibration equipment 33 can be integrated into a whole, and space is saved. In the above series of processes, various instruments of the vehicle 102 can be detected, and it can be ensured that no quality problem occurs after the vehicle 102 enters the market.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle factory inspection system, comprising:

the bearing platform is used for bearing a vehicle;

2. The factory vehicle inspection system of claim 1, wherein the load-bearing platform has a platform centerline and the vehicle has a vehicle centerline.

3. The factory vehicle inspection system of claim 2, wherein the centering device comprises a first centering mechanism and a second centering mechanism disposed on the center line of the platform; the first centering mechanism is used for centering and positioning two front wheels of the vehicle, and the second centering mechanism is used for centering and positioning two rear wheels of the vehicle.

4. The factory vehicle detection system according to claim 3, wherein the first centering mechanism includes a first pushing assembly for pushing the two front wheels simultaneously, and the first pushing assembly includes a first driving unit and a first pushing unit drivingly connected to the first driving unit; and

5. The factory vehicle inspection system of claim 4, wherein the first centering mechanism further comprises two first plane roller sets symmetrically disposed on two sides of the center line of the platform for carrying two front wheels; and the second centering mechanism also comprises two second plane roller sets which are symmetrically arranged at two sides of the central line of the platform and are used for bearing the two rear wheels.

6. The factory vehicle inspection system according to claim 1, wherein the wheel arch detection device includes two first inspection devices for inspecting two front wheels and two second inspection devices for inspecting two rear wheels.

7. The factory vehicle detection system according to claim 6, wherein the first detection device comprises a first lifting device and a first collection device assembled to the first lifting device, the first collection device comprises a first camera and a first light source projection unit assembled to the first camera; and

8. The factory vehicle inspection system of claim 1, wherein the load-bearing platform has an entry end and an exit end; and one corner millimeter wave radar is arranged at each of the four corners of the vehicle.

9. The factory vehicle inspection system of claim 8, wherein the gantry calibration apparatus comprises:

10. The factory vehicle inspection system of claim 1, wherein the upper surface of the platform is provided with a plurality of black and white blocks arranged at intervals.