A traction trolley system for heavy vehicle collision test

Abstract

The present invention discloses a traction trolley system for heavy-duty vehicle collision test, including a test track, a traction trolley, an unlocking block and a traction rod. The traction trolley can be slidably installed on the test track. The traction trolley includes a trolley body and a clamping assembly. The unlocking block is fixedly installed on the test track. When the traction trolley passes through the unlocking block, the clamping assembly collides with the unlocking block to unlock, and the traction trolley is separated from the traction rope. The traction rod is unidirectionally detachably connected to the traction trolley, and the vehicle to be tested is towed and connected to the traction trolley through the traction rod. A stop device is provided on the test track, and the stop device is located in front of the unlocking block. Beneficial effects: The present invention adopts a clamping hole structure with straight hole portions at both ends and a serpentine portion in the middle. The inner wall of the clamping hole is provided with grooves to provide sufficient traction clamping force for heavy vehicles: the quadruple energy absorption protection measures ensure that after the test is completed, the traction trolley can be safely and controllably decelerated and finally stopped to prevent accidents or secondary collisions.

Description

Technical Field

[0001] The invention relates to a vehicle collision test device, in particular to a traction trolley system used for a heavy vehicle collision test, and belongs to the technical field of vehicle testing. Background Art

[0002] The heavy vehicle collision test is a safety test specifically conducted on large vehicles such as large buses and heavy trucks. These tests are designed to evaluate the damage caused by vehicles to road protection facilities in different types of collision situations. The heavy vehicle collision test is to accelerate the vehicle to the test speed on the test track through a towing trolley using a towing rope, and then the towing rope is separated from the towing trolley, and then the towing trolley is separated from the vehicle to be tested. The vehicle to be tested enters the collision area under the action of inertia for a collision test.

[0003] Due to their size and weight, heavy vehicles may cause greater destructive power in the event of an accident, so special designs are required to ensure safety. Since the tractor needs to tow heavy vehicles weighing more than 20 tons, the connection between the tractor and the towing rope needs to be sufficiently reliable, and the tractor's own structure also needs to have sufficient strength. In order to ensure that the tractor itself is strong enough, thicker steel plates are required, resulting in the weight of the entire trolley exceeding 80 kilograms; therefore, the tractor still has a very large momentum after separating from the vehicle to be tested. In order to ensure the safety of the site and avoid the influence of the tractor on the test results, the tractor needs to be stopped immediately to avoid collisions between the tractor and the test equipment, causing safety accidents and equipment damage.

[0004] The traction trolley and its stop device used to tow heavy vehicles for collision tests are key components in collision tests. This device needs to have a high degree of reliability and safety to ensure that the test can accurately simulate the collision scenario in the real world. However, there is no heavy vehicle (over 20 tons) collision test traction system in China, so it is necessary to develop a traction trolley and its stop device suitable for towing heavy vehicle collision tests.

[0005] Chinese patent CN101126679A discloses a car collision test tractor, which involves a motor traction system for a car collision safety performance test, including: a car body, a guide wheel, a camshaft, a cam handle, a fixed clamp block, a mobile clamp block, a traction hook, and an anti-slip ratchet. A mobile guide rod, a reset spring, and a safety pin are added. The mobile guide rod is fixed on the bottom skirt of the car body, and the fixed clamp block and the mobile clamp block are changed to curved surface contact. This structure is mainly used for the traction collision of small cars, and cannot meet the collision test of heavy vehicles. There is no stopping device for the traction trolley, which has limitations and safety hazards. Summary of the invention

[0006] Purpose of the invention: The purpose of the present invention is to provide a traction trolley system for heavy vehicle collision test in view of the problems existing in the prior art. It can provide stable and reliable traction for the heavy vehicle to be tested, and after the traction trolley is separated from the heavy vehicle to be tested, the traction trolley can safely and controllably decelerate and finally stop, thus preventing accidents or secondary collisions.

[0007] Technical solution: A traction trolley system for heavy vehicle collision test, including a test track, a traction trolley, an unlocking block and a traction rod. The traction trolley can be slidably installed on the test track. The traction trolley includes a trolley body and a clamping assembly. The unlocking block is fixedly installed on the test track. When the traction trolley passes through the unlocking block, the clamping assembly collides with the unlocking block and unlocks, and the traction trolley is separated from the traction rope; the traction rod is connected to the traction trolley in a one-way detachable manner, and the vehicle to be tested is towed and connected to the traction trolley through the traction rod; a stop device is provided on the test track, and the stop device is located in front of the unlocking block.

[0008] In the present invention, the vehicle to be tested is connected to the traction rod through a flexible traction rope such as a steel wire rope, and then is connected to the traction trolley in a one-way detachable manner through the traction rod. That is, when the traction trolley pulls the vehicle to be tested to move toward the collision area, the traction trolley pushes the traction rod to move together. When the vehicle to be tested moves in front of the traction trolley, the traction rod is separated from the traction trolley; the traction trolley pulls the vehicle to be tested through the traction rod to accelerate to the test vehicle speed. At this time, the traction trolley passes through the unlocking block, the clamping assembly is unlocked, the traction trolley is separated from the traction rope, and the traction trolley and the vehicle to be tested continue to move forward under the action of inertia. When the vehicle to be tested moves in front of the traction trolley, , the traction rod is separated from the traction trolley; the vehicle to be tested continues to move forward into the collision test area, and the traction trolley collides with the stop device on the test track. The stop device is located in front of the unlocking block, which means that the stop device is located in front of the vehicle to be tested on the test track, that is, the traction trolley first collides with the unlocking block and is unlocked, and then collides with the stop device after the traction trolley is separated from the traction rope, which can avoid the traction trolley colliding with the stop device before being separated from the traction rope, causing a safety accident; the traction trolley can safely and controllably decelerate and eventually stop, preventing accidents or secondary collisions; improving the safety and reliability of the entire test.

[0009] Priority, for the installation and braking of the stop device, the stop device includes a stop device body and a brake pressure block, the test track includes two parallel I-beam structure track units, the bottom of the stop device body contacts the upper surface of the inner side of the two track units, the brake pressure block contacts the lower surface of the inner side of the two track units, and the stop device body and the brake pressure block are connected by bolts to clamp the upper and lower surfaces of the inner side of the two track units at the same time. The friction between the brake pressure block and the test track can slow down the movement of the traction trolley. Considering the weight of the traction trolley, the expected collision speed and the huge kinetic energy generated during braking, the brake pressure block is made of high-strength and high-wear-resistant materials.

[0010] Preferably, in order to reduce the wear of the stop device body, a friction plate is provided between the bottom of the stop device body and the upper surface of the inner side of the two track monomers. The friction plate is installed at the contact point between the stop device body and the test guide rail to reduce the wear of the stop device body and increase the friction between the stop device body and the test guide rail to slow down the movement of the traction trolley.

[0011] The friction plate covers the contact part between the two side wings of the stop device body and the track monomer, and is folded to the upper surface of the two side wings of the stop device body. The friction plate covers the contact part to more comprehensively and reliably protect the stop device body, and is folded to the upper surface of the two side wings of the stop device body for easy installation and fixing.

[0012] Preferably, in order to improve the stability of the stop device structure, a thickened baffle is provided at the end where the stop device body collides with the traction trolley, and the baffle is welded vertically and transversely to the upper surface of the stop device body; a longitudinal rib is connected to the rear end of the baffle, and the longitudinal rib is welded vertically and fixed to the upper surface of the stop device body in the longitudinal direction, and one end of the longitudinal rib is fixedly connected to the back of the baffle. The thickened baffle and the longitudinal rib behind the baffle can improve the strength and stability of the entire stop device.

[0013] Preferably, in order to absorb the kinetic energy of the traction trolley during the collision and reduce the impact of the collision on the stop device, a longitudinally arranged stop pin is provided at the front end of the baffle, and a buffer steel pipe is sleeved on the stop pin. The buffer steel pipe directly collides with the traction trolley and deforms to absorb energy during the collision. The bottom of the stop pin connected to the buffer steel pipe is a conical structure, and a boss is provided at the connection with the baffle. The side of the boss close to the buffer steel pipe and the bottom of the cone have rounded corners. The boss can be installed and positioned, and can also limit the extreme position of the deformation of the buffer steel pipe; the buffer steel pipe is squeezed during the collision, and under the action of the cone on the inner diameter of the buffer steel pipe, the buffer steel pipe is cracked and deformed until the traction trolley contacts the front end of the stop pin. The buffer steel pipe absorbs a large amount of impact kinetic energy during the compression and deformation process, reducing the impact of the collision on the stop device.

[0014] Preferably, in order to further absorb the kinetic energy during the collision to slow down and eventually stop the tractor, blocking shear pins are respectively provided on the two track monomers, and the blocking shear pins are located behind the stop device. The number of blocking shear pins is designed to be a number according to the kinetic energy calculation, and is evenly installed on the two track monomers. The blocking shear pins are made of relatively low-strength mild steel. When subjected to excessive torque or shear force, the blocking shear pins will break first, rather than causing the more expensive or more important stop device and tractor to be damaged first.

[0015] Preferably, in order to ensure that the traction trolley can slow down and eventually stop, a vertically arranged blocking pin is provided at the bottom of the stop device, and a transverse blocking shaft is provided between the two track monomers. The transverse blocking shaft is located behind the blocking shear pin, and the distance between the center axis of the transverse blocking shaft and the upper surface of the test track is less than the length of the blocking pin. When the stop device cuts off all the blocking shear pins, the last blocking pin contacts the transverse blocking shaft, which can prevent the stop device from moving forward further, and also prevent the movement of the traction trolley. As the last stopping measure of the stop device, the reliability of the entire stop device is improved.

[0016] Optimal option: in order to reduce the weight of the trolley body and improve the longitudinal strength of the trolley body, the trolley body includes a bottom plate, a front impact plate, a front rib plate, a limit rib plate, a hook rib plate and a tail plate; the front impact plate and the tail plate are fixedly welded to the front and rear ends of the bottom plate in the vertical direction; two front rib plates are distributed on both sides of the back of the front impact plate, and the front rib plates are vertically arranged and welded to the back of the front impact plate and the upper surface of the bottom plate; two hook rib plates are distributed on both sides of the front end surface of the tail plate, and the hook rib plates are vertically arranged and welded to the front end surface of the tail plate and the upper surface of the bottom plate, and a hook groove opening forward is provided on the hook rib plate, and the traction rod is located in the hook groove;

[0017] The clamping assembly includes a wrench, a clamping cam, a clamping movable block, a clamping fixed block, a guide shaft, a transverse connecting plate and a longitudinal connecting plate. The wrench passes through the bottom plate and is connected to the back clamping cam. The clamping fixed block and the longitudinal connecting plate are arranged parallel to the longitudinal direction and welded to the lower surface of the bottom plate. Two transverse connecting plates are located at the front and rear ends of the clamping fixed block and the longitudinal connecting plate and are arranged transversely and welded to the lower surface of the bottom plate.

[0018] Two guide shafts are arranged transversely between the clamping fixed block and the longitudinal connecting plate and are respectively located on both sides of the clamping cam. The clamping movable block is sleeved on the two guide shafts. The clamping cam drives the clamping movable block to move transversely on the guide shafts.

[0019] The limiting rib plate is vertically welded to the upper surface of the bottom plate along the longitudinal direction, and the side of the wrench is rotated backward to contact the limiting rib plate;

[0020] The length of the front rib plate passes over the front end transverse connecting plate in the longitudinal direction, and the two ends of the limiting rib plate pass over the rear end transverse connecting plate and the front end of the hook rib plate respectively.

[0021] The trolley body of the present invention is assembled by welding steel plates, and the rib plates, clamping fixing blocks and longitudinal connecting plates are arranged in an alternating manner up and down, which can improve the longitudinal strength without increasing the weight of the trolley body.

[0022] Preferably, in order to improve the reliability of clamping, the contact surfaces of the clamping movable block and the clamping fixed block are respectively provided with grooves that can be assembled into a clamping hole, and coaxial straight hole portions are provided at both ends of the clamping hole, the central axis of the straight hole portion is arranged along the longitudinal direction, and a serpentine portion is provided in the middle part of the clamping hole. The traction rope is located in the clamping hole, the straight hole portion can ensure that the traction force is consistent with the extension direction and movement direction of the traction rope, and the serpentine portion can improve the reliability of the clamping of the clamping assembly through the S-shaped structure.

[0023] Preferably, in order to further improve the reliability of clamping, the inner wall of the clamping hole is provided with grooves. The clamping hole includes straight hole parts at both ends and a serpentine part in the middle. Grooves can be provided on the inner wall of the straight hole part and the inner wall of the serpentine part respectively. The structure of the grooves can be composed of a plurality of annular grooves or staggered grid-like grooves. The grooves can increase the friction between the clamping hole and the traction rope, further improving the reliability of clamping.

[0024] Beneficial effects: The present invention adopts a clamping hole structure with straight hole parts at both ends and a serpentine part in the middle, and the inner wall of the clamping hole is provided with grooves to increase the clamping friction and improve the reliability of clamping, which can provide sufficient traction clamping force for heavy vehicles: the quadruple energy absorption protection stop device can ensure that after the test is completed, the traction trolley can safely and controllably decelerate and finally stop, preventing accidents or secondary collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0026] Figure 1 It is a schematic diagram of the arrangement of the traction trolley system of the present invention;

[0027] Figure 2 It is a structural schematic diagram of the traction trolley system of the present invention;

[0028] Figure 3 It is a structural schematic diagram of the front side of the stop device of the present invention;

[0029] Figure 4 It is a structural schematic diagram of the back side of the stop device of the present invention;

[0030] Figure 5 It is a front view of the traction trolley and the traction rope clamped in the present invention;

[0031] Figure 6 It is a back view of the traction trolley of the present invention and the traction rope in a clamped state;

[0032] Figure 7 It is a front view of the traction trolley of the present invention in a state where the traction rope is separated;

[0033] Figure 8 It is a top view of the traction trolley of the present invention in a state where the traction rope is separated;

[0034] Fig. 9 It is a structural schematic diagram of the clamping state of the clamping assembly of the present invention;

[0035] Fig.10 A partial cross-sectional view of a clamping hole of a clamping assembly of the present invention in a clamping state;

[0036] Fig.11 is a cross-sectional view of the serpentine portion of the present invention;

[0037] Fig.12 It is a structural schematic diagram of the clamping assembly of the present invention in a separated state. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] In the description of the present invention, it is necessary to understand that the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0040] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0041] like Figure 1 , 2 As shown in Figure 5, a traction trolley system for a heavy vehicle collision test comprises a test track 1, a traction trolley 2, an unlocking block 3 and a traction rod 4, wherein the traction trolley 2 is slidably mounted on the test track 1, the traction trolley 2 comprises a trolley body 21 and a clamping assembly 22, the unlocking block 3 is fixedly mounted on the test track 1, when the traction trolley 2 passes through the unlocking block 3, the clamping assembly 22 collides with the unlocking block 3 to unlock, and the traction trolley 2 is separated from the traction rope; the traction rod 4 is unidirectionally detachably connected to the traction trolley 2, and the vehicle to be tested is towed and connected to the traction trolley 2 via the traction rod 4; a stop device 5 is provided on the test track 1, and the stop device 5 is located in front of the unlocking block 3.

[0042] In the present invention, the vehicle to be tested is connected to the traction rod 4 through a flexible traction rope such as a steel wire rope, and then is connected to the traction trolley 2 in a one-way detachable manner through the traction rod 4, that is, when the traction trolley 2 pulls the vehicle to be tested to move toward the collision area, the traction trolley 2 pushes the traction rod 4 to move together, and when the vehicle to be tested moves to the front of the traction trolley 2, the traction rod 4 is separated from the traction trolley 2; the traction trolley 2 pulls the vehicle to be tested through the traction rod 4 to accelerate to the test vehicle speed, at this time the traction trolley 2 passes through the unlocking block 3, the clamping assembly 22 is unlocked, the traction trolley 2 is separated from the traction rope, the traction trolley 2 and the vehicle to be tested continue to move forward under the action of inertia, and when the vehicle to be tested moves to the front of the traction trolley 2 , the traction rod 4 is separated from the traction trolley 2; the vehicle to be tested continues to move forward into the collision test area, and the traction trolley 2 collides with the stop device 5 on the test track 1. The stop device 5 is located in front of the unlocking block 3, which means that the stop device 5 is located in front of the vehicle to be tested on the test track 1, that is, the traction trolley 2 first collides with the unlocking block 3 to be unlocked, and then collides with the stop device 5 after the traction trolley 2 is separated from the traction rope, which can avoid the traction trolley 2 from colliding with the stop device 5 before the traction rope is separated, causing a safety accident; the traction trolley can be safely and controllably decelerated and finally stopped to prevent accidents or secondary collisions; the safety and reliability of the entire test are improved.

[0043] like Figure 2 ,3 As shown in Figures 4 and 5, for the installation and braking of the stop device 5, the stop device 5 includes a stop device body 51 and a brake pressure block 52. The test track 1 includes two parallel I-beam track monomers 11. The bottom of the stop device body 51 contacts the upper surface of the inner side of the two track monomers 11, and the brake pressure block 52 contacts the lower surface of the inner side of the two track monomers. The stop device body 51 and the brake pressure block 52 are connected by bolts to clamp the upper and lower surfaces of the inner side of the two track monomers 11 at the same time. The friction between the brake pressure block 52 and the test track 1 can slow down the movement of the traction trolley 2. Considering the weight of the traction trolley, the expected collision speed and the huge kinetic energy generated during braking, the brake pressure block is made of high-strength and high-wear-resistant materials.

[0044] like Figure 3 and 4 As shown, in order to reduce the wear of the stop device body 51, a friction plate 53 is provided between the bottom of the stop device body 51 and the upper surface of the inner side of the two track monomers 11. The friction plate 53 is installed at the contact point between the stop device body 51 and the test guide rail 1 to reduce the wear of the stop device body 51 and increase the friction between the stop device body 51 and the test guide rail 1 to slow down the movement of the traction trolley 2.

[0045] The friction plate 53 covers the contact part between the two side wings of the stop device body 51 and the test track monomer 11, and is folded to the upper surface of the two side wings of the stop device body 51. The friction plate 53 covers the contact part to more comprehensively and reliably protect the stop device body 51, and is folded to the upper surface of the two side wings of the stop device body 51 for easy installation and fixing.

[0046] In order to improve the structural stability of the stop device 5, a thickened baffle plate 54 is provided at the end where the stop device body 51 collides with the traction trolley 2. The baffle plate 54 is horizontally and vertically welded to the upper surface of the stop device body 51; a longitudinal rib plate 55 is connected to the rear end of the baffle plate 54. The longitudinal rib plate 55 is vertically welded and fixed to the upper surface of the stop device body 51 in the longitudinal direction, and one end of the longitudinal rib plate 55 is fixedly connected to the back of the baffle plate 54. The provision of three longitudinal rib plates 55 can further improve the ability of the stop device 5 to withstand collisions, and the thickened baffle plate 54 and the longitudinal rib plate 55 behind the baffle plate 54 can improve the strength and stability of the entire stop device 5.

[0047] In order to absorb the kinetic energy of the tractor during the collision and reduce the impact of the collision on the stop device, the front end of the baffle 54 is provided with a longitudinal stop pin rod 56, and the stop pin rod 56 is sleeved with a buffer steel pipe 57. The buffer steel pipe 57 directly collides with the tractor 2, and the buffer steel pipe 57 deforms and absorbs energy during the collision. The bottom of the stop pin rod 56 connected to the buffer steel pipe 57 is a cone structure, and a boss is provided at the connection with the baffle 54. The boss is close to the side of the buffer steel pipe 57 and has a rounded corner with the bottom of the cone. The boss can be installed and positioned, and can also limit the extreme position of the deformation of the buffer steel pipe 57; the buffer steel pipe 57 is squeezed during the collision, and under the action of the cone on the inner diameter of the buffer steel pipe 57, the buffer steel pipe 57 is cracked and deformed until the tractor 2 contacts the front end of the stop pin rod 56. The buffer steel pipe 57 absorbs a large amount of impact kinetic energy during the compression deformation process, reducing the impact of the collision on the stop device 5.

[0048] like Figure 1 and 2 As shown, in order to further absorb the kinetic energy during the collision to slow down and eventually stop the tractor 2, the two rail monomers 11 are respectively provided with blocking shear pins 6, and the blocking shear pins 6 are located behind the stop device 5. The number of blocking shear pins 6 is designed to be a plurality according to the kinetic energy calculation, and is evenly installed on the two rail monomers 11. The blocking shear pins 6 are made of relatively low-strength mild steel. When subjected to excessive torque or shear force, the blocking shear pins 6 will break first, rather than allowing the more expensive or more important stop device 5 and tractor 2 to be damaged first.

[0049] like Figure 2 As shown, in order to ensure that the traction trolley 2 can slow down and finally stop, a vertically arranged blocking pin 58 is provided at the bottom of the stop device 5, and a transverse blocking shaft 7 is provided between the two track monomers 11. The transverse blocking shaft 7 is located behind the blocking shear pin 6, and the distance between the center axis of the transverse blocking shaft 7 and the upper surface of the test track 1 is less than the length of the blocking pin 58. When the stop device 5 cuts off all the blocking shear pins 6, the last blocking pin 58 contacts the transverse blocking shaft 7, which can prevent the stop device 5 from moving forward further, and also prevent the movement of the traction trolley 2. As the last stopping measure of the stop device 5, the reliability of the entire stop device 5 is improved.

[0050] The present invention uses the friction between the stop device 5 and the test track, the buffer steel pipe 57, the blocking shear pin 6, and the contact between the blocking pin rod 58 and the transverse blocking shaft 7. A total of four energy absorption protection measures can ensure that after the test is completed, the traction trolley can be safely and controllably decelerated and finally stopped, thereby preventing accidents or secondary collisions.

[0051] like Figure 5 , 6, 7 and 8, in order to reduce the mass of the trolley body 21 and improve the longitudinal strength of the trolley body 21, the trolley body 21 includes a bottom plate 211, a front impact plate 212, a front rib plate 213, a limit rib plate 214, a hook rib plate 215 and a tail plate 216; the front impact plate 212 and the tail plate 216 are fixedly welded to the front and rear ends of the bottom plate 211 in the vertical direction; the two front rib plates 213 are distributed on both sides of the back of the front impact plate 212, and the front rib plates 213 are vertically arranged and welded to the back of the front impact plate 212 and the upper surface of the bottom plate 211; the two hook rib plates 215 are distributed on both sides of the front end surface of the tail plate 216, and the hook rib plates 215 are vertically arranged and welded to the front end surface of the tail plate 216 and the upper surface of the bottom plate 211, and the hook rib plates 215 are provided with a hook groove opening forward, and the traction rod 4 is located in the hook groove;

[0052] The clamping assembly 22 includes a wrench 221, a clamping cam 222, a clamping movable block 223, a clamping fixed block 224, a guide shaft 225, a transverse connecting plate 226 and a longitudinal connecting plate 227. The wrench 221 passes through the bottom plate 211 and is connected to the back clamping cam 222. The clamping fixed block 224 and the longitudinal connecting plate 227 are arranged parallel to each other along the longitudinal direction and welded to the lower surface of the bottom plate 211. Two transverse connecting plates 226 are located at the front and rear ends of the clamping fixed block 224 and the longitudinal connecting plate 227 and are arranged transversely and welded to the lower surface of the bottom plate 211.

[0053] Two guide shafts 225 are arranged between the clamping fixed block 224 and the longitudinal connecting plate 227 in the transverse direction and are respectively located on both sides of the clamping cam 222. The clamping movable block 223 is sleeved on the two guide shafts 225. The clamping cam 222 drives the clamping movable block 223 to move transversely on the guide shafts 225.

[0054] The limiting rib plate 214 is vertically welded to the upper surface of the bottom plate 211 along the longitudinal direction, and the wrench 221 rotates backward so that its side surface contacts the limiting rib plate 214;

[0055] The length of the front rib plate 213 exceeds the front transverse connecting plate 226 in the longitudinal direction, and the two ends of the limiting rib plate 214 respectively exceed the rear transverse connecting plate 226 and the front end of the hook rib plate 215.

[0056] The height of the limiting rib plate 214 is not higher than the height of the bottom edge of the hook groove opened forward on the hook rib plate 215. At the same time, the front rib plate 213 is a trapezoidal structure with a high front and a low back, which can facilitate the separation of the traction rod 4 and the traction trolley 2.

[0057] The trolley body 21 of the present invention is assembled by welding steel plates, and the ribs, clamping and fixing blocks 224 and longitudinal connecting plates 227 are arranged in an alternating manner up and down, which can improve the longitudinal strength without increasing the weight of the trolley body 21.

[0058] like Fig. 9 , 10 , 11 and 12, in order to improve the reliability of clamping, the contact surfaces of the clamping movable block 223 and the clamping fixed block 224 are respectively provided with grooves that can be assembled into a clamping hole 228, and the two ends of the clamping hole 228 are provided with coaxial straight hole portions 2281, the central axis of the straight hole portion 2281 is arranged along the longitudinal direction, and the middle part of the clamping hole 228 is provided with a serpentine portion 2282. The traction rope is located in the clamping hole 228, the straight hole portion 2281 can ensure that the traction force is consistent with the extension direction and movement direction of the traction rope, and the serpentine portion 2282 can improve the reliability of the clamping of the clamping assembly 22 through the S-shaped structure.

[0059] In order to further improve the reliability of clamping, grooves are provided on the inner wall of the clamping hole 228. The clamping hole 228 includes straight hole portions 2281 at both ends and a serpentine portion 2282 in the middle. Grooves can be provided on the inner wall of the straight hole portion 2281 and the inner wall of the serpentine portion 2282 respectively. The structure of the grooves can be composed of a plurality of annular grooves or staggered grid-like grooves. The grooves can increase the friction between the clamping hole 228 and the traction rope, further improving the reliability of clamping.

[0060] The inner wall of the serpentine portion 2282 is engraved with mesh grooves by a numerical control center to increase the clamping friction. The traction rope is placed in the clamping hole 228, and the traction rope is constrained by the clamping hole 228 without clamping force in the relaxed state. During the test, the wrench 221 hits the unlocking block 3 to disengage the traction rope.

[0061] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0062] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A traction trolley system for a heavy vehicle collision test, comprising a test track (1), a traction trolley (2), an unlocking block (3) and a traction rod (4), wherein the traction trolley (2) is slidably mounted on the test track (1), the traction trolley (2) comprises a trolley body (21) and a clamping assembly (22), the unlocking block (3) is fixedly mounted on the test track (1), when the traction trolley (2) passes the unlocking block (3), the clamping assembly (22) collides with the unlocking block (3) to unlock, and the traction trolley (2) is separated from the traction rope; the traction rod (4) is unidirectionally detachably connected to the traction trolley (2), and the vehicle to be tested is towed and connected to the traction trolley (2) via the traction rod (4); characterized in that: The test track (1) is provided with a stop device (5), and the stop device (5) is located in front of the unlocking block (3); The stopping device (5) comprises a stopping device body (51) and a brake pressure block (52); the test track (1) comprises two parallel I-beam track units (11); the bottom of the stopping device body (51) contacts the upper surfaces of the inner sides of the two track units (11); the brake pressure block (52) contacts the lower surfaces of the inner sides of the two track units; the stopping device body (51) and the brake pressure block (52) are connected by bolts to simultaneously clamp the upper and lower surfaces of the inner sides of the two track units (11).

2. The traction trolley system for heavy vehicle collision test according to claim 1, characterized in that: A friction plate (53) is provided between the bottom of the stop device body (51) and the upper surfaces of the inner sides of the two track monomers (11).

3. The traction trolley system for heavy vehicle collision test according to claim 1 or 2, characterized in that: A thickened baffle plate (54) is provided at the end where the stopping device body (51) collides with the traction trolley (2), and the baffle plate (54) is welded horizontally and vertically to the upper surface of the stopping device body (51); a longitudinal rib plate (55) is connected to the rear end of the baffle plate (54), and the longitudinal rib plate (55) is welded vertically and fixedly to the upper surface of the stopping device body (51) in the longitudinal direction, and one end of the longitudinal rib plate (55) is fixedly connected to the back of the baffle plate (54).

4. The traction trolley system for heavy vehicle collision test according to claim 3, characterized in that: A longitudinally arranged stop pin rod (56) is provided at the front end of the baffle plate (54), a buffer steel pipe (57) is sleeved on the stop pin rod (56), and the buffer steel pipe (57) directly collides with the traction trolley (2).

5. The traction trolley system for heavy vehicle collision test according to claim 1, characterized in that: The two track monomers (11) are respectively provided with blocking shear pins (6), and the blocking shear pins (6) are located behind the stop device (5).

6. The traction trolley system for heavy vehicle collision test according to claim 5, characterized in that: A vertically arranged blocking pin rod (58) is provided at the bottom of the stopping device (5), a transverse blocking shaft (7) is provided between the two track monomers (11), the transverse blocking shaft (7) is located behind the blocking shear pin (6), and the distance between the center axis of the transverse blocking shaft (7) and the upper surface of the test track (1) is less than the length of the blocking pin rod (58).

7. The traction trolley system for heavy vehicle collision test according to claim 1, characterized in that: The trolley body (21) comprises a bottom plate (211), a front impact plate (212), a front rib plate (213), a limit rib plate (214), a hook rib plate (215) and a tail plate (216); the front impact plate (212) and the tail plate (216) are fixedly welded to the front and rear ends of the bottom plate (211) in the vertical direction; two front rib plates (213) are distributed on both sides of the back of the front impact plate (212), and the front rib plates (213) are vertically arranged and welded to the back of the front impact plate (212) and the upper surface of the bottom plate (211); two hook rib plates (215) are distributed on both sides of the front end surface of the tail plate (216), and the hook rib plates (215) are vertically arranged and welded to the front end surface of the tail plate (216) and the upper surface of the bottom plate (211); a hook groove opening forward is provided on the hook rib plate (215), and the traction rod (4) is located in the hook groove; The clamping assembly (22) comprises a wrench (221), a clamping cam (222), a clamping movable block (223), a clamping fixed block (224), a guide shaft (225), a transverse connecting plate (226) and a longitudinal connecting plate (227); the wrench (221) passes through the bottom plate (211) and is connected to the back clamping cam (222); the clamping fixed block (224) and the longitudinal connecting plate (227) are arranged parallel to each other along the longitudinal direction and are welded to the lower surface of the bottom plate (211); two transverse connecting plates (226) are located at the front and rear ends of the clamping fixed block (224) and the longitudinal connecting plate (227), are arranged transversely and are welded to the lower surface of the bottom plate (211); Two guide shafts (225) are arranged in the transverse direction between the clamping fixed block (224) and the longitudinal connecting plate (227) and are respectively located on both sides of the clamping cam (222); the clamping movable block (223) is sleeved on the two guide shafts (225); and the clamping cam (222) drives the clamping movable block (223) to move transversely on the guide shafts (225); The limiting rib plate (214) is vertically welded to the upper surface of the bottom plate (211) along the longitudinal direction, and the side surface of the wrench (221) is rotated backward to contact the limiting rib plate (214); The length of the front rib plate (213) exceeds the front end transverse connecting plate (226) in the longitudinal direction, and the two ends of the limiting rib plate (214) respectively exceed the rear end transverse connecting plate (226) and the front end of the hook rib plate (215).

8. The traction trolley system for heavy vehicle collision test according to claim 7, characterized in that: The contact surfaces of the clamping movable block (223) and the clamping fixed block (224) are respectively provided with grooves that can be assembled into a clamping hole (228), and coaxial straight hole portions (2281) are provided at both ends of the clamping hole (228), the central axis of the straight hole portion (2281) is arranged along the longitudinal direction, and a serpentine portion (2282) is provided in the middle portion of the clamping hole (228).

9. The traction trolley system for heavy vehicle collision test according to claim 8, characterized in that: The inner wall of the clamping hole (228) is provided with a groove.

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