CN219778366U

CN219778366U - Driving training simulator

Info

Publication number: CN219778366U
Application number: CN202223192868.5U
Authority: CN
Inventors: 钟大鹏; 叶青; 周仁斌; 陈均阳
Original assignee: Hunan Everbright Simulation Teaching Instrument Co ltd
Current assignee: Hunan Everbright Simulation Teaching Instrument Co ltd
Priority date: 2022-11-30
Filing date: 2022-11-30
Publication date: 2023-09-29
Anticipated expiration: 2032-11-30

Abstract

The utility model discloses a driving training simulation device, which is a simulator cockpit electrically connected with a simulator center console, a steering mechanism, an accelerator control mechanism, a braking mechanism and a gear shifting mechanism, wherein the steering mechanism, the accelerator control mechanism and the braking mechanism are arranged in the simulator cockpit; through the simulator cockpit after optimizing, make things convenient for the teacher to examine the control in whole journey, reappear characteristics such as driving process, operation sense of reality is strong, when reducing equipment wearing and tearing, improve the intact rate of equipment, improved the training benefit of driver greatly, shortened the cycle that the driver controlled the level and promoted.

Description

Driving training simulator

Technical Field

The utility model relates to the technical field of vehicle simulated driving, in particular to a simulation device for crawler-type engineering vehicle driving training.

Background

Engineering vehicles are widely applied to various industries, such as crawler-type transport vehicles, armored vehicles, tanks, diggers and the like, but the engineering vehicles have a great difficulty in the prior skill control of operators due to the complex operation, strong maneuverability, the need of quick response capability and the like. In daily teaching, if a practical training mode is adopted, the following steps are adopted: 1. the teaching mechanism needs to be provided with a real vehicle, so that the configuration cost is greatly increased, a larger site is needed to be provided, the implementation cost and the labor cost are greatly increased, and certain equipment waste is caused; 2. training scenes are single, training cannot be performed aiming at multiple projects, driving training effects are poor, and skill improvement period is long.

Therefore, how to provide a driving training simulator is a technical problem to be solved currently.

Disclosure of Invention

In order to solve the above technical problems, the present utility model provides a driving training simulator, comprising: the simulator cockpit is electrically connected with the simulator center console, and is provided with a steering mechanism, an accelerator control mechanism, a braking mechanism and a gear shifting mechanism which are arranged in the simulator cockpit, wherein the accelerator control mechanism and the braking mechanism are arranged at the bottom end of one end of the interior of the simulator cockpit, and the gear shifting mechanism, the accelerator control mechanism and the braking mechanism are positioned at the same end and are arranged at intervals along the height direction of the simulator cockpit;

wherein the simulator cockpit comprises a cockpit body; the cabin door is arranged on the top end surface of the cabin body and is in overturning type sealing arrangement with the cabin body; or/and a side door arranged on the side surface of the longitudinal end of the cabin body.

The simulator cockpit further comprises a top screen cover which is fixed on the top end face of the cockpit body and extends upwards, and the top screen cover is arranged on the periphery side of the display screen in a surrounding mode.

The steering mechanism comprises an operating rod, a rotating shaft linked with the operating rod through a locking device and a return hanging bracket connected with the locking device, wherein the operating rod is arranged at the top end of the locking device and is rotatably arranged with the locking device; the locking device is fixed with the simulator cockpit through a connecting rod; the upper end of the rotating shaft penetrates through the locking device to be connected with the operating rod into a whole and is arranged in a co-motion way, and the lower end of the rotating shaft is arranged in a downward extending way along the axial direction of the locking device; one end of the return hanging bracket is connected with the locking device, and the other end of the return hanging bracket which is arranged oppositely is fixed on the simulator cockpit.

The accelerator control mechanism comprises an accelerator base frame fixed on the simulator cockpit, an accelerator pedal which is connected with the accelerator base frame in a circumferential manner, an arc boss is arranged on the bottom surface of the accelerator pedal, a concave cambered surface is arranged on the upper surface of the accelerator base frame, and the arc boss is matched with the concave cambered surface.

The brake mechanism comprises a brake pedal rotatably connected with the simulator cockpit through a connecting rod, a brake handle movably connected with the simulator cockpit through a base, a linkage plate which is linked with the brake handle and can be locked and released with the brake pedal, and a lap joint which is arranged oppositely and can be locked with the brake pedal.

The connecting rods comprise a second connecting rod and a third connecting rod which are connected with the first connecting rod into a whole and are arranged in a co-motion way, one end of the first connecting rod is fixed with the tail end of the brake pedal, and the other end of the first connecting rod is connected and fixed with the second connecting rod; the second connecting rod is fixed with the simulator cockpit in a rotatable manner through the base; one end of the third connecting rod is fixed on the second connecting rod, and the other end of the third connecting rod which is arranged oppositely extends in a staggered manner with the first connecting rod.

The connecting rod further comprises a fourth connecting rod, one end of the fourth connecting rod is hinged with the third connecting rod through a bearing, and the other end of the fourth connecting rod is arranged opposite to the brake handle in a clamping mode.

The brake mechanism further comprises a second reset rod arranged between the brake handle and the linkage plate, one end of the second reset rod is connected to the brake handle, and the other end of the second reset rod, which is arranged oppositely, penetrates through the linkage plate and is in releasable locking arrangement with the fourth connecting rod.

The gear shifting mechanism comprises a transmission shaft fixed with the simulator cockpit through a pointer; a handle which is fixed with the transmission shaft into a whole and is arranged in a co-motion way; the gear meter is sleeved on the transmission shaft and can be coupled with the transmission shaft; the control valve body is in driving connection with the transmission shaft; the control valve body and the handle are respectively arranged at two sides of the pointer; the gear gauge and the pointer are fixed into a whole; the intelligent simulator also comprises a proximity switch arranged on the control valve body, and the proximity switch is electrically connected with the middle control console of the simulator.

The driving training simulation device provided by the utility model can simulate and control various working conditions of the engineering vehicle through the steering mechanism, the accelerator control mechanism, the braking mechanism and the gear shifting mechanism which are arranged in the simulator cockpit, and has at least the following advantages: 1. the real training of the real vehicle and the corresponding driving sites is not required to be configured, so that the configuration cost, the site cost and the labor cost can be greatly reduced; 2. the simulation control can set various working conditions, not only can perform conventional training aiming at conventional operation projects, but also can perform high-intensity training with stronger professionals and higher experience requirements, such as emergency avoidance and the like, on the working conditions which are difficult to realize in real scenes such as danger, extreme and the like or have stronger danger possibility, and the driving training effect is better; 3. the teaching resource management system can concentrate high-quality teaching resources, can carry out teaching in a planned, targeted and targeted manner, greatly shortens the skill lifting period, strengthens the skill training intensity and improves the teaching quality.

Drawings

FIG. 1 is a block diagram of a driving training simulator;

FIG. 2 is a schematic structural view of a simulator cockpit for a driving training simulator;

FIG. 3 is another schematic illustration of the structure of a simulator cockpit for a driving training simulator;

FIG. 4 is a schematic view of the internal structure of a simulator cockpit of the driving training simulator;

FIG. 5 is another schematic illustration of the internal structure of a simulator cockpit of a driving training simulator;

FIG. 6 is a schematic structural view of a steering mechanism for a driving training simulator;

FIG. 7 is a schematic structural view of a throttle control mechanism for a driving training simulator;

FIG. 8 is a schematic structural view of a brake mechanism for the driving training simulator;

fig. 9 is a schematic structural view of a shift mechanism for a driving training simulator.

Detailed Description

The technical scheme of the utility model is further elaborated below by referring to the drawings in the specification and the specific embodiments. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model belongs. The terminology used herein in the description of the utility model is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. In the following description, reference is made to the expression "some embodiments" which describe a subset of all possible embodiments, but it should be understood that "some embodiments" may be the same subset or a different subset of all possible embodiments and may be combined with each other without conflict.

It will be further understood that when an element is referred to as being "fixed to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "inner," "outer," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.

As shown in fig. 1, 4 and 5, an embodiment of the present utility model provides a driving training simulator, optionally but not limited to a driving simulation training device for a crawler-type engineering vehicle, including a simulator cockpit 20 electrically connected with a central console 10 of the simulator, a steering mechanism 30, a throttle control mechanism 40 and a braking mechanism 50 and a gear shifting mechanism 60 disposed in the simulator cockpit 20, wherein the throttle control mechanism 40 and the braking mechanism 50 are disposed at a bottom end of one end of the interior of the simulator cockpit 20, and the gear shifting mechanism 60 is disposed at the same end as the throttle control mechanism 40 and the braking mechanism 50 and spaced apart from the simulator cockpit 20 in a height direction.

In this embodiment, a driving training simulation apparatus of the present utility model is presented that can simulate various operating conditions of the engineering vehicle by the steering mechanism 30, the throttle control mechanism 40, and the brake mechanism 50 and the shift mechanism 60 provided in the simulator cockpit 20, with at least the following advantages: 1. the real training under different scenes can be completed without configuring a real vehicle and a corresponding driving field, so that the configuration cost, the field cost and the labor cost are greatly reduced; 2. the simulation control can set various working conditions, not only can perform conventional training aiming at conventional operation projects, but also can perform high-intensity training with stronger professionals and higher experience requirements, such as emergency avoidance and the like, on the working conditions which are difficult to realize in real scenes such as danger, extreme and the like or have stronger danger possibility, and the driving training effect is better; 3. the teaching resource management system can concentrate high-quality teaching resources, can carry out teaching in a planned, targeted and targeted manner, greatly shortens the skill lifting period, strengthens the skill training intensity and improves the teaching quality.

More specifically, the driving training simulation device of the utility model preferably converts hydraulic transmission, power shift and hydraulic steering power signals into controllable trigger electric signals through simulation of a simulator center console so as to simulate and display implementation response under each operation action. In particular, the present utility model converts electrical signals into a structure for manipulating and viewing the scene, optionally but not limited to using a conventional AI vision device, or by a plurality of sensors coupled to a display screen. For example, the steering direction and the angle of the steering mechanism, the pressure of the throttle control mechanism, and the like may be provided and implemented by a sensor. The structure, principle or other structural shapes that perform the same function, particularly with respect to the conversion of electrical signals into manipulation and visual scenes, should be easily understood by those skilled in the art, and will not be described in detail herein. The key of the utility model is how to lay out the simulator cockpit, the steering mechanism, the throttle control mechanism, the braking mechanism and the gear shifting mechanism, and the specific mechanical structure and implementation form of each mechanism.

Preferably, the simulator cockpit 20 includes, but is not limited to, a cabin body 21, a cabin door 22 disposed on a top end surface of the cabin body 21 and in a turnover sealing manner with the cabin body 21, and a side door 23 disposed on a side surface of a longitudinal end of the cabin body 21; for example, the door 22 is opened on the left end side or the right end face in the longitudinal direction of the cabin 21. In this way, the entrance and exit of the trainee from the cabin 21 is facilitated by the side door 23 on the side in the longitudinal direction of the cabin 21. And a cabin door 22 is arranged on the top end surface of the cabin body, so that a student can conveniently go in and out from the top, and training is closer to the installation. Of course, the two doors can be combined, the top door 22 is used for simulating the action of a mounting switch, and the side door 23 is used for the entrance and exit of the trainee in daily training.

Preferably, as shown in fig. 2 and 3, in order to facilitate the trainee's observation of the driving training process of the trainee, the simulator cockpit 20 further includes at least one observation window 24 opened on the cabin body 21, the observation windows 24 being provided on front and rear sides of the cabin body 21 in the length direction. Further, the observation window 24 includes a first observation window 241 provided on a front end side surface in the longitudinal direction of the cabin 21, and a second observation window 242 provided on a rear end side surface in the longitudinal direction of the cabin 21. Optionally, the first observation window 241 and the second observation window 242 are set to transparent windows, so that through the observation windows formed in the side surfaces of the front end and the rear end of the cabin body 21, a coach can quickly and intuitively acquire training live conditions of the learner, and the training effect can be greatly improved by timely making targeted adjustment.

Preferably, in order to be closer to the actual use scenario, the simulator cockpit 20 further includes a display screen 25 disposed in the cabin body 21 and electrically connected to the central console 10 of the simulator; further, the display screen 25 is disposed on the front side of the cabin 21 in the length direction and on the same side as the steering mechanism 30, and the installation position is slightly higher than the setting of the steering mechanism 30 along the height direction of the cabin 21, so that the trainee can conveniently observe in the cabin 21.

Optionally, the simulator cockpit 20 further includes a top screen cover 26 fixed on the top end surface of the cockpit body 21 and extending upwards, where the top screen cover 26 is enclosed on the outer peripheral side of the display screen 25, so as to protect the display screen 25.

Optionally, to facilitate the trainee's quick access to the hatch 22, a climbing pedal 27 is also included, fixed to the side of the hatch 21. Further, a climbing pedal 27 is provided on the side of the left end in the longitudinal direction of the cabin 21.

Optionally, to facilitate installation and maintenance of the parts inside the cabin 21, an access window 28 is provided on the side of the cabin 21 and is lockable with the cabin 21.

Optionally, to facilitate the observation of road conditions, the simulator cockpit 20 further comprises at least one periscope 29 disposed at the top end of the cabin body 21, and the periscope 29 is electrically connected to the display screen 25. Preferably, the periscopes 29 are evenly distributed along the perimeter of the door 22. Further, in order to obtain a wider field of view, the periscope 29 is uniformly distributed in a fan shape along the peripheral side of the door 22.

Furthermore, the nacelle 21 is typically welded from panels and braces so as to have sufficient rigidity to carry and withstand the indefinite positional loads. Preferably, one side of the cabin 21 is a panel sandwich structure, and is used for installing a host computer 70 for controlling the whole system, and the host computer 70 is electrically connected with the central console 10 of the simulator.

In a preferred embodiment of the present utility model, the host computer 70 includes a main board electrical box 71 and an electrical control box 72 electrically connected to and fixed to the simulator cockpit 20.

In addition, the simulator cockpit 20 further includes a driver seat provided in the cabin 21 at a rear end in a longitudinal direction of the cabin 21.

In addition, the simulator cockpit 20 further includes a moving mechanism disposed at the bottom end of the cabin 21, so as to facilitate rapid weighing of the cabin 21, and preferably, the moving mechanism is a universal wheel with a braking function.

In summary, in the simulator cockpit provided in the preferred embodiment of the present utility model, the side doors on the side surfaces in the length direction of the cockpit body facilitate the entrance and exit of the trainee from the cockpit body, and the cabin door opened on the top surface of the cockpit body facilitates the entrance and exit of the trainee from the top, so that the training is closer to the installation; through the observation window of seting up on the front and back both ends side of the cabin body, the training live of student can be obtained fast, audio-visual to the coach of being convenient for, the adjustment that can be timely makes the pertinence, very big promotion driving training effect.

In the preferred embodiment of the present utility model, as shown in fig. 6, the steering mechanism 30 optionally but not limited to comprises an operation lever 31, a rotation shaft 33 linked with the operation lever 31 through a locking device 32, and a return hanger 34 connected with the locking device 32, wherein the operation lever 31 is disposed at the top end of the locking device 32 and rotatably disposed with the locking device 32; the locking device 32 is fixed with the simulator cockpit 20 through a connecting rod; the upper end of the rotating shaft 33 passes through the locking device 32 to be connected with the operating rod 31 into a whole and is arranged in a co-motion way, and the lower end of the rotating shaft 33 is arranged in a downward extending way along the axial direction of the locking device 32; one end of the return hanger 34 is connected to the locking device 32, and the other end of the return hanger is fixed to the simulator cockpit 20.

Preferably, the locking device 32 is connected with the operating rod 31 in a force adjustable way through a flexible mechanism, for example, the locking device 32 is elastically connected with the operating rod 31 through a spring, so that the training effect is improved by simulating the steering resistance of the real installation through selecting the size of the spring.

In a preferred embodiment, the lever 31 is provided with a clasp around its outer periphery, which is connected to the simulator cockpit 20 by a tie rod. Preferably, a spring is connected in the middle of the pull rod, and a shield 35 is sleeved on the outer periphery of the spring. Therefore, the safety and reliability of the spring operation can be ensured by sleeving the protective cover 35 on the outer periphery side of the spring, and the force adjustment of the operating rod 31 can be realized rapidly by selecting different springs.

Alternatively, the lever 31 and the locking device 32 form a one-way 50 ° angle rotatable arrangement.

Alternatively, the operating lever 31 is locked by the return hanger 34 by 0 °.

In addition, the steering mechanism 30 further comprises a first sensor disposed on the operating rod 31 and electrically connected to the console in the simulator, wherein the sensor is used for recording and transmitting the rotation angle of the operating rod 31, and outputting a signal to the simulator for simulating the turning radius of the engineering truck, and the larger the angle is, the smaller the turning radius is. The angle sensor is an encoder, and regarding the structure of the encoder, the principle of implementing angle sensing or other structural shapes implementing the same function, it should be easily understood by those skilled in the art, and thus will not be described in detail herein.

In a preferred embodiment of the present utility model, as shown in fig. 7, the throttle control mechanism 40 includes a throttle base frame 41 fixed on the simulator cockpit 20, a throttle pedal 42 rotatably connected to the throttle base frame 41, a circular arc boss is disposed on the bottom surface of the throttle pedal 42, a concave cambered surface is disposed on the upper surface of the throttle base frame 41, and the circular arc boss is disposed in a manner adapted to the concave cambered surface. Preferably, the arc boss and the concave cambered surface form damped motion. Therefore, the simulation of the stroke of the accelerator pedal is realized through the damped motion between the arc boss and the concave cambered surface. Further, the throttle control mechanism 40 further includes a second sensor for sensing a throttle pedal stroke, and the second sensor is disposed between the throttle base frame 41 and the throttle pedal 42, and is used for sensing a feedback pedal stroke, so that the larger the throttle pedal stroke is, the faster the speed and the speed of the vehicle on the virtual instrument panel are accelerated.

In a preferred embodiment of the present utility model, as shown in fig. 8, the brake mechanism 50 optionally but not limited to includes a brake pedal 51 rotatably connected to the simulator cockpit 20 by a connecting rod 52, a brake handle 54 movably connected to the simulator cockpit 20 by a base 53, the brake pedal 51 being disposed in spaced opposition to the brake handle 54, and a interlock plate 55 for releasable locking of the brake pedal 51 in association with the brake handle 54, the interlock plate 55 being hinged at one end to the brake handle 54 and being in lockable engagement with the brake pedal 51 at the opposite end. Therefore, one end of the brake handle is hinged to the brake handle, and the other end of the brake handle is opposite to the brake pedal, so that the brake handle and the brake pedal are interlocked, the brake experience of the assembled vehicle is restored most truly, and the simulation training effect is improved obviously.

Alternatively, the linkage plate 55 is a rack with teeth machined on one side. The locking and releasing of the brake pedal can be conveniently realized through the rack.

Preferably, for quick and quick timely feedback of the stroke of the brake pedal 51, the connecting rod 52 includes a second connecting rod 522 and a third connecting rod 523 which are integrally connected with the first connecting rod 521 and are arranged in a co-motion manner, one end of the first connecting rod 521 is fixed with the tail end of the brake pedal 51, and the other end of the opposite end is connected and fixed with the second connecting rod 522; the second connecting rod 522 is fixed with the simulator cockpit 20 in a rotatable manner through the base 53; one end of the third connecting rod 523 is fixed to the second connecting rod 522, and the other end of the third connecting rod is disposed opposite to the first connecting rod 521. Further, the included angle formed by the third connecting rod 523 and the first connecting rod 521 is an acute angle; so as to shorten the linkage time and reduce the operation space during transmission.

Therefore, the stroke of the brake pedal is transmitted to the second connecting rod and the third connecting rod which are arranged in a co-motion way through the first connecting rod, so that the sensitivity and the accuracy of the stroke are ensured; the third connecting rod and the first connecting rod form an acute angle, so that the linkage time is shortened, and the operation space during transmission is optimized.

Preferably, the connecting rod 52 further includes a fourth connecting rod 524 having one end hinged to the third connecting rod 523 via a bearing and the opposite end arranged to be capable of being engaged with the brake handle 54. In this way, the travel of the brake pedal 51 is transmitted and amplified through the first connecting rod 521, the second connecting rod 522 and the third connecting rod 523 by the fourth connecting rod 524 and then is linked with the brake handle 54, so that the effective linkage between the brake pedal 51 and the brake handle 54 is realized, the accuracy in the motion transmission process is improved, and the running stability and reliability of the whole system are ensured. Optionally, the fourth connecting rod 524 is hinged to an end of the third connecting rod 523 remote from the second connecting rod 522, and the opposite end extends toward the brake handle 54.

Preferably, in order to ensure the smoothness and repeatability of the actuation process of the connecting rod 52, the device further comprises a first reset rod 525, one end of which is fixed on the simulator cockpit 20, and the other end of which is connected with the third connecting rod 523, and the first reset rod 525 is stretched or compressed during the rotation of the third connecting rod 523, so that the fourth connecting rod 524 is separated from the brake handle 54 to provide a reset force. Optionally, the first return link 525 connection is located at an end of the third connecting link 523 remote from the second connecting link 522. In the preferred embodiment of the present utility model, the first restoring rod 525 is coupled to a bearing where the fourth connecting rod 524 is hinged to the third connecting rod 523.

Further, in order to achieve rapid locking and releasing between the brake pedal 51 and the brake handle 54, the connecting rod 52 further includes a fixing tooth 526 fixed to the first connecting rod 521 and lockably engaged with the interlocking plate 55.

Preferably, in order to realize smooth and efficient operation of the brake handle 54, the brake mechanism 50 further includes a second reset lever 56 disposed between the brake handle 54 and the linkage plate 55, one end of the second reset lever 56 is connected to the brake handle 54, and the opposite end penetrates the linkage plate 55 to be releasably locked with the fourth connecting rod 524.

In the above embodiment, the first reset lever 525 and the second reset lever 56 are preferably springs; of course, other elastic components or structures with equivalent functions may be used as the first reset lever and the second reset lever, for example, by changing the shape of the spring, or using an air cylinder or an oil cylinder instead of the spring, which may be appropriately adjusted according to specific situations, and regarding specific fixed positional relationships or other structural shapes for realizing equivalent functions, it should be easily understood by those skilled in the art, so that a detailed description thereof will not be given here.

In summary, according to the braking mechanism provided by the embodiment of the utility model, the braking handle and the brake pedal are linked through the linking plate which is hinged with one end of the braking handle and is in locking lap joint with the brake pedal at the other end which is opposite to the braking handle, so that the braking experience of the real vehicle is restored most truly, and the effect of simulated training is remarkably improved; after the travel of the brake pedal is transmitted and amplified through the first connecting rod, the second connecting rod and the third connecting rod through the fourth connecting rod, the brake pedal is linked with the brake handle, so that effective linkage between the brake pedal and the brake handle is realized, the accuracy in the motion transmission process is improved, and the running stability and reliability of the whole system are ensured.

In a preferred embodiment of the present utility model, as shown in fig. 9, the gear shifting mechanism 60 includes a drive shaft 61 fixed to the simulator cockpit 20 by a pointer 63; a handle 62 which is fixed with the transmission shaft 61 into a whole and is arranged in a co-motion way, a gear gauge 64 which is sleeved on the transmission shaft 61 and can be coupled with the transmission shaft 61; a control valve body 65 in driving connection with the transmission shaft 61, wherein the control valve body 65 and the handle 62 are separately arranged at two sides of the pointer 63, and the gear gauge 64 and the pointer 63 are fixed into a whole; and a proximity switch 66 arranged on the control valve body 65, wherein the proximity switch 66 is electrically connected with the controller. In a preferred embodiment of the present utility model, the proximity switch 66 is electrically connected to the control host 70, or to the simulator center console 10. In this way, the handle 62 can drive the transmission shaft 61 to move along the axial direction thereof, so that the position of the transmission shaft 61 in the control valve body 65 is changed, and the proximity switch 66 then captures the change of the position to generate a control signal, thereby identifying and sending gear information and realizing speed change.

In addition, the cable and other auxiliary equipment are also included. Such as control switches, etc. should be readily apparent to those skilled in the art and will not be described in detail herein.

In summary, the driving training simulation device provided in the above embodiment of the present utility model has at least the following characteristics:

the side door on the side surface of the cabin body in the length direction is convenient for students to enter and exit from the cabin body, and the cabin door is arranged on the top surface of the cabin body, so that the students can enter and exit from the top, and training is closer to the assembly; through the observation windows arranged on the side surfaces of the front end and the rear end of the cabin body, a coach can quickly and intuitively acquire training live of the learner, and can make targeted adjustment in time, so that the driving training effect is greatly improved; the brake handle and the brake pedal are linked through the linking plate which is hinged with one end of the brake handle and can be locked and overlapped with the brake pedal at the other end which is arranged oppositely, so that the brake experience of the real vehicle is restored most truly, and the simulation training effect is improved obviously; the travel of the brake pedal is transmitted and amplified through the first connecting rod, the second connecting rod and the third connecting rod through the fourth connecting rod and then is linked with the brake handle, so that effective linkage between the brake pedal and the brake handle is realized, the accuracy in the motion transmission process is improved, and the running stability and reliability of the whole system are ensured; the hydraulic transmission, power shift and hydraulic steering power signals are converted into controllable triggering electric signals through the simulator center console, a multifunctional virtual driving training subject scene is designed by adopting a high-definition collision feedback simulation technology, the simulation degree is high, the simulation is virtual and real, special simulation training under complex conditions such as different weather, road conditions and the like or even under limit conditions can be provided for trained personnel, a realistic operating environment and a visual scene are provided for the trained personnel, the functions are comprehensive, on one hand, the trainee can conveniently reproduce the driving process, the operation sense is strong, the training benefit of the driver is greatly improved, and the period of the horizontal lifting of the driver operation is shortened; on the other hand, the crawler-type engineering vehicle driving training which does not depend on a real vehicle and a real field can be realized, so that the purpose of improving the driving training level is achieved, the crawler-type engineering vehicle driving training device has the characteristics of low cost, easiness in implementation and the like, equipment abrasion is greatly reduced, and equipment integrity is improved. On the basis, the method is also optional but not limited to through the optimized simulator cockpit, so that the whole course monitoring of a teacher is facilitated, and the operation condition of the driver is checked at any time, so that timely guidance and periodic assessment are facilitated.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the utility model, which are described in detail and are not to be construed as limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.

Claims

1. A driving training simulator, comprising: the simulator comprises a simulator cockpit (20) electrically connected with a simulator center console (10), a steering mechanism (30), an accelerator control mechanism (40) and a braking mechanism (50) which are arranged in the simulator cockpit (20), and a shifting mechanism (60), wherein the accelerator control mechanism (40) and the braking mechanism (50) are arranged at the bottom end of one end of the interior of the simulator cockpit (20), and the shifting mechanism (60) is positioned at the same end with the accelerator control mechanism (40) and the braking mechanism (50) and is arranged at intervals along the height direction of the simulator cockpit (20).

2. Simulation device according to claim 1, characterized in that the simulator cockpit (20) comprises a cabin body (21); the cabin door (22) is arranged on the top end surface of the cabin body (21) and is in overturning sealing arrangement with the cabin body (21); or/and a side door (23) arranged on the side surface of the longitudinal end of the cabin (21).

3. A simulator according to claim 1 or 2, wherein the simulator cockpit (20) further comprises a top screen cover (26) fixed to the top end surface of the cabin body (21) and extending upward, and the top screen cover (26) is disposed around the outer peripheral side of the display screen (25).

4. A simulation device according to claim 1, characterized in that the steering mechanism (30) comprises an operating lever (31), a rotation shaft (33) linked with the operating lever (31) through a locking device (32), and a return hanger (34) connected with the locking device (32), the operating lever (31) being arranged at the top end of the locking device (32) and rotatably arranged with the locking device (32); the locking device (32) is fixed with the simulator cockpit (20) through a connecting rod; the upper end of the rotating shaft (33) passes through the locking device (32) to be connected with the operating rod (31) into a whole and is arranged in a co-motion way, and the lower end of the rotating shaft (33) is arranged in a downward extending way along the axial direction of the locking device (32); one end of the return hanging bracket (34) is connected with the locking device (32), and the other end of the return hanging bracket which is arranged oppositely is fixed on the simulator cockpit (20).

5. The simulation device according to claim 1, wherein the throttle control mechanism (40) comprises a throttle base frame (41) fixed on the simulator cockpit (20), a throttle pedal (42) which is arranged in a rotatable connection with the throttle base frame (41), an arc boss is arranged on the bottom surface of the throttle pedal (42), a concave cambered surface is arranged on the upper surface of the throttle base frame (41), and the arc boss is arranged in a matched mode with the concave cambered surface.

6. A simulation device according to claim 1, characterized in that the brake mechanism (50) comprises a brake pedal (51) rotatably connected to the simulator cockpit (20) by means of a connecting rod (52), a brake handle (54) movably connected to the simulator cockpit (20) by means of a base (53), the brake pedal (51) being arranged in spaced opposition to the brake handle (54), and a linkage plate (55) in linkage with the brake handle (54) and releasably locked to the brake pedal (51), the linkage plate (55) being hinged at one end to the brake handle (54) and at the opposite end being in lockable engagement with the brake pedal (51).

7. A simulation device according to claim 6, characterized in that the connecting rod (52) comprises a second connecting rod (522) and a third connecting rod (523) which are integrally connected with a first connecting rod (521) and are arranged in a co-motion way, one end of the first connecting rod (521) is fixed with the tail end of the brake pedal (51), and the other end which is arranged opposite to the first connecting rod is connected and fixed with the second connecting rod (522); the second connecting rod (522) is fixed with the simulator cockpit (20) in a rotatable manner through the base (53); one end of the third connecting rod (523) is fixed on the second connecting rod (522), and the other end of the third connecting rod is arranged opposite to the first connecting rod (521) in a staggered manner.

8. A simulation device according to claim 7, wherein the connecting rod (52) further comprises a fourth connecting rod (524) with one end hinged to the third connecting rod (523) through a bearing and the opposite end arranged in a manner of being capable of being clamped with the brake handle (54).

9. A simulation device according to claim 8, wherein the brake mechanism (50) further comprises a second reset lever (56) arranged between the brake handle (54) and the linkage plate (55), one end of the second reset lever (56) is connected to the brake handle (54), and the opposite end extends through the linkage plate (55) and is releasably locked with the fourth connecting rod (524).

10. Simulation device according to claim 1, characterized in that the gear shifting mechanism (60) comprises a transmission shaft (61) fixed to the simulator cockpit (20) by means of a pointer (63); a handle (62) which is fixed with the transmission shaft (61) into a whole and is arranged in a co-motion way; a gear gauge (64) sleeved on the transmission shaft (61) and capable of being coupled with the transmission shaft (61); a control valve body (65) in driving connection with the transmission shaft (61); the control valve body (65) and the handle (62) are respectively arranged at two sides of the pointer (63); the gear gauge (64) and the pointer (63) are fixedly integrated; the intelligent simulator also comprises a proximity switch (66) arranged on the control valve body (65), and the proximity switch (66) is electrically connected with the simulator center console (10).