A 25% small offset collision suspension and wheel subsystem trolley test equipment

Abstract

The present invention relates to the field of automobile parts testing technology, and specifically discloses a 25% small offset collision suspension and wheel subsystem trolley testing equipment, including a collision trolley, a front force measuring wall and a deceleration mechanism, the deceleration mechanism including a deceleration mechanism body and a guide mechanism; the front force measuring wall includes a support truss and a force measuring wall body; it also includes a rigid barrier wall, a first reinforcement beam and a second reinforcement beam; the deceleration mechanism body and the support truss are both connected to the rigid barrier wall; one end of the first reinforcement beam is connected to the rigid barrier wall, and the other end of the first reinforcement beam is connected to the top of the guide mechanism; one end of the second reinforcement beam is connected to the rigid barrier wall, and the other end of the second reinforcement beam is connected to the top of the support truss. The technical solution of the present invention can increase the stability of the front force measuring wall under large load impact, avoid problems such as up and down jumping or left and right swaying; and at the same time, stable guidance is achieved for the collision trolley after free release.

Description

Technical Field

[0001] The invention relates to the technical field of automobile component testing, and in particular to a 25% small offset collision suspension and wheel subsystem trolley testing equipment. Background Art

[0002] When a car collides head-on with an obstacle, the deformation of the main load-bearing structure at the front of the vehicle is needed to fully absorb the energy generated by the collision in order to provide maximum protection for the occupants in the car. The anti-collision beam assembly and the cabin longitudinal beam in the traditional body structure can cope with collisions with large overlapping areas between the vehicle and the obstacle within a certain speed through reasonable strength design. However, when the lateral width of the overlap between the vehicle and the obstacle is less than 25% of the width of the vehicle body, the anti-collision beam assembly and the cabin longitudinal beam cannot fully participate in such a collision process and cannot play a sufficient energy absorption and buffering role, which is likely to cause the passenger compartment to be subjected to huge collision forces and produce unacceptable deformation, threatening the lives of passengers.

[0003] Therefore, the China Insurance Automobile Safety Index has developed a frontal offset collision safety evaluation project with a collision speed of 64.4 km / h and a frontal offset collision safety evaluation project with a vehicle body and a rigid barrier overlap rate of 25% (hereinafter referred to as "25% small offset collision"). In the 25% small offset collision actual vehicle test, due to the limitations of field of view, instruments, test convenience and prototype vehicle costs, the dynamic response of the impact-side wheel and chassis failure-related test data are difficult to be captured in detail by the instrument.

[0004] In order to obtain more test data for the dynamic response and failure separation phenomenon of the suspension and wheel subsystems in the 25% small offset collision test, it is necessary to conduct special tests on the failure of the suspension and wheel subsystems to provide a better structural improvement direction for the development of the 25% small offset working condition of the vehicle model. For this purpose, the applicant proposes a 25% small offset collision suspension subsystem test platform, which can perform a 25% small offset collision test on the test piece including the suspension and wheel subsystems.

[0005] However, in the collision test, the impact of the collision trolley will have a huge impact on the front force measuring wall and the deceleration mechanism. How to improve the stability of the front force measuring wall and the deceleration mechanism during the collision has become a problem that needs to be solved. Summary of the invention

[0006] The present invention provides a 25% small offset collision suspension and wheel subsystem trolley testing equipment, which can effectively improve the stability of a front-end force measuring wall and a speed reduction mechanism during testing.

[0007] In order to solve the above technical problems, this application provides the following technical solutions:

[0008] A 25% small offset collision suspension and wheel subsystem trolley test equipment comprises a collision trolley, a front end force measuring wall and a deceleration mechanism, wherein a guide deceleration plate is fixed to the front end of the collision trolley; the deceleration mechanism comprises a fixedly connected deceleration mechanism body and a guide mechanism; the front end force measuring wall comprises a fixedly connected supporting truss and a force measuring wall body; it also comprises a rigid barrier wall, a first reinforcing beam and a second reinforcing beam; the rigid barrier wall is vertically fixed in the forward direction of the collision trolley, one end of the deceleration mechanism body away from the guide mechanism and one end of the supporting truss away from the force measuring wall body are both connected to the rigid barrier wall; one end of the first reinforcing beam is connected to the rigid barrier wall, and the other end of the first reinforcing beam is connected to the top of the guide mechanism; one end of the second reinforcing beam is connected to the rigid barrier wall, and the other end of the second reinforcing beam is connected to the top of the supporting truss.

[0009] The basic scheme principles and beneficial effects are as follows:

[0010] Since the impact force of the collision trolley is very large, and the trolley is in a free state during the collision, if the front force measuring wall and the deceleration mechanism are not fixed stably, it is easy to cause displacement in the X, Y, and Z axis directions. In this solution, the deceleration mechanism and the front force measuring wall are hoisted to the rigid barrier wall by the first reinforcing beam and the second reinforcing beam respectively. When a collision occurs, the collision force is transmitted from the deceleration mechanism and the front force measuring wall to the rigid barrier wall and absorbed by the rigid barrier wall. If the deceleration mechanism and the front force measuring wall are only fixed on the ground, the direction of the force on the deceleration mechanism and the front force measuring wall has an angle with the fixed direction, which is easy to cause looseness after long-term collision. In this solution, since the rigid barrier wall is on the travel route of the collision trolley, the force on the deceleration mechanism and the front force measuring wall is directly transmitted to the rigid barrier wall along a straight line, and it is not easy to cause additional displacement. At the same time, the front force measuring wall and the deceleration mechanism are reinforced by the first reinforcing beam and the second reinforcing beam, which can also prevent the front force measuring wall and the deceleration mechanism from lateral and pitch swings during the collision, and the deceleration mechanism and the front force measuring wall are more stable when they are hit. The support truss can receive the impact of the wheels. After the collision trolley reaches the test speed under the action of the traction system and is released freely, the guide mechanism can be inserted into the guide speed brake to guide the collision trolley stably. During a collision, the suspension and wheel subsystems are prone to generate a large amount of debris, and the rigid barrier wall can also prevent the spread of debris.

[0011] Furthermore, the rigid barrier wall has a plurality of installation grooves horizontally opened on the surface of one side facing the collision trolley; the longitudinal section of the installation groove is T-shaped, including an inner cavity and an outer cavity, and the volume of the inner cavity is greater than the volume of the outer cavity;

[0012] It also includes a first connecting plate and a second connecting plate located on the surface of the rigid barrier wall, and the surfaces of the first connecting plate and the second connecting plate are provided with a plurality of strip-shaped through holes;

[0013] One end of the first reinforcing beam is fixedly connected to the first connecting plate, and one end of the second reinforcing beam is fixedly connected to the second connecting plate.

[0014] By placing the nut into the internal cavity and then threading the bolt through the strip-shaped through hole and the nut in the mounting groove, the first connecting plate and the second connecting plate can be firmly fixed on the rigid barrier wall. At the same time, the position of the speed reduction mechanism and the front force measuring wall can be adjusted laterally according to the actual test situation. For example, according to the different positions of the suspension and wheel subsystems on the test trolley, the speed reduction mechanism can be placed on the left side of the front force measuring wall or on the right side of the front force measuring wall.

[0015] Further, it also includes a third reinforcement beam, a fourth reinforcement beam, a fifth reinforcement beam and a sixth reinforcement beam;

[0016] One end of the third reinforcement beam is fixedly connected to the first reinforcement beam, and the other end of the third reinforcement beam is fixedly connected to the top of the speed reduction mechanism body; one end of the fourth reinforcement beam is fixedly connected to the third reinforcement beam, and the other end of the fourth reinforcement beam is fixedly connected to the first connection plate;

[0017] One end of the fifth reinforcement beam is fixedly connected to the second reinforcement beam, and the other end of the fifth reinforcement beam is fixedly connected to the top of the supporting truss; one end of the sixth reinforcement beam is fixedly connected to the fifth reinforcement beam, and the other end of the sixth reinforcement beam is fixedly connected to the second connecting plate.

[0018] The third reinforcing beam and the fourth reinforcing beam can enhance the support for the speed reduction mechanism, and the fifth reinforcing beam and the sixth reinforcing beam can enhance the support for the front force measuring wall.

[0019] Furthermore, a plurality of hoisting blocks are fixedly connected to the upper surfaces of the first reinforcing beam and the second reinforcing beam, and hoisting holes are formed on the hoisting blocks.

[0020] Lifting equipment can be connected to the lifting holes to facilitate lifting work.

[0021] Further, the collision trolley includes a trolley body, two mounting platforms, a specimen mounting mechanism and a rear end force measuring wall;

[0022] The two mounting platforms are fixed on both sides of the middle of the trolley body;

[0023] The rear force measuring wall is fixed on the mounting platform on the side corresponding to the front force measuring wall;

[0024] The specimen mounting mechanism is fixed to the front part of the trolley body.

[0025] By setting up the installation platform, it is convenient to fix the rear end force measuring wall. After the installation platform on one side fixes the rear end force measuring wall, the installation platform on the other end can also be used to place counterweight blocks to balance the weight on both sides of the trolley body.

[0026] Further, the specimen mounting mechanism includes a bearing base and a suspension fixture;

[0027] The bearing base is fixed to the front of the trolley body.

[0028] The suspension fixture comprises a bottom plate, a vertical plate, a support plate, a fixing plate, a first clamping arm and a second clamping arm;

[0029] The bottom plate is fixedly connected to the top of the bearing base, the lower end of the vertical plate is fixedly connected to the edge of the bottom plate, the support plate is a right-angled triangle, the support plate is vertically arranged, and the two right-angled sides are respectively fixedly connected to the bottom plate and the vertical plate;

[0030] The fixing plate, the first clamping arm and the second clamping arm are all fixed to the side of the vertical plate away from the supporting plate; the fixing plate is located between the first clamping arm and the second clamping arm;

[0031] The end of the fixing plate is semicircular, a first connecting hole is opened at the center of the circle, and a plurality of second connecting holes are opened in the circumference of the first connecting hole;

[0032] The first clamping arm and the second clamping arm each include two clamping plates, and the ends of the two clamping plates are each provided with a third connecting hole.

[0033] For example, the common double wishbone suspension usually includes shock absorbers, upper wishbones, lower wishbones, subframes and other parts. By setting a load-bearing base, the height can be raised so that the fixing plate, the first clamping arm, and the second clamping arm can match the height of the shock absorber and the upper wishbone of the suspension. Then let the bolts pass through the first connecting hole and the second connecting hole on the fixing plate to connect with the top of the shock absorber, and let the bolts pass through the third connecting holes of the first clamping arm and the second clamping arm respectively to be fixedly connected with the two ends of the corresponding upper wishbones. As a whole, the upper half of the suspension is fixed. After the first fixing part is set, the first fixing column of the first fixing part can pass through the original hole on the subframe to prevent the subframe from moving in the horizontal direction, thereby fixing the subframe. As a whole, the lower half of the suspension is also fixed.

[0034] Further, the bearing base includes a first mounting plate and a fixing bracket supporting the first mounting plate; one end of the fixing bracket is fixedly connected to the trolley body, and the other end is fixedly connected to the first mounting plate;

[0035] The first mounting plate is provided with a plurality of first mounting holes, and the first mounting holes are distributed in a matrix;

[0036] The bottom plate is provided with a plurality of second mounting holes used in conjunction with the first mounting holes.

[0037] The relative position of the bottom plate and the first mounting plate can be adjusted according to the suspension to be fixed, and then fixed by passing bolts through the first mounting hole and the second mounting hole, which has better adaptability to different suspensions.

[0038] Further, the suspension fixture further includes a first fixing portion and a second fixing portion;

[0039] The first fixing part includes a first fixing column and a first fixing base, and the first fixing column is vertically fixed on the first fixing base;

[0040] The second fixing part includes a second fixing column and a second fixing base; the second fixing column is vertically fixed on the second fixing base;

[0041] A second mounting plate is also fixed to the front of the trolley body, and the second mounting plate is located below the first mounting plate;

[0042] The second mounting plate is provided with a plurality of third mounting holes, which are distributed in a matrix;

[0043] The first fixing seat and the second fixing seat are both provided with a plurality of fourth mounting holes matching the third mounting holes;

[0044] The third mounting hole and the fourth mounting hole are connected by bolts.

[0045] After the second mounting plate is provided, the positions of the first fixing portion and the second fixing portion can be adjusted according to the sub-frame of the suspension to be fixed, and then the third mounting hole and the fourth mounting hole are connected by bolts. Compared with only using the first fixing portion, the second fixing portion can be provided to fix both ends of the sub-frame, and the fixing effect is better.

[0046] In addition, a hole can be drilled on the subframe to match the drilled hole with the third mounting hole, and a bolt is passed through the drilled hole and the third mounting hole to further fix the subframe. Moreover, the drilling data can be set according to actual conditions.

[0047] Furthermore, the specimen installation mechanism also includes a wheel support plate, one end of which is fixed to the bottom surface of the front part of the trolley body, and the other end of which extends out of the trolley body.

[0048] After the suspension is fixed, the wheel connected to the suspension can be lifted by the wheel support plate to avoid contact with the ground. The wheel angle can be adjusted by lifting the wheel off the ground, so that the angle can be controlled when it collides. This can verify the effect of hitting the wheel from different angles.

[0049] Furthermore, the collision trolley also includes two support beams, which correspond to the two mounting platforms respectively, one end of the support beam is fixedly connected to the side of the mounting platform, and the other end of the support beam is fixedly connected to the side of the trolley body.

[0050] The mounting platform can be reinforced by support beams. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1It is an axonometric view of the left side of the 25% small offset collision suspension and wheel subsystem trolley test equipment of Example 1;

[0052] Figure 2 for Figure 1 A partial enlarged view of the middle A part;

[0053] Figure 3 It is an axonometric view of the right side of the 25% small offset collision suspension and wheel subsystem trolley test equipment of Example 1;

[0054] Figure 4 for Figure 3 A partial enlarged view of part B in the middle;

[0055] Figure 5 It is a structural schematic diagram of the speed reduction mechanism in the second embodiment;

[0056] Figure 6 It is a structural schematic diagram of the installation rack in the second embodiment;

[0057] Figure 7 is a schematic structural diagram of a multi-friction plate structure in Embodiment 2;

[0058] Figure 8 It is a schematic diagram of the structure of the multi-friction plate structure after assembly in the second embodiment;

[0059] Fig. 9 It is a schematic diagram of the structure of the guide frame and the guide cylinder in the second embodiment. DETAILED DESCRIPTION

[0060] The following is further described in detail through specific implementation methods:

[0061] The symbols in the drawings of the specification include: collision trolley 1, front end force measuring wall 2, deceleration mechanism 3, rigid barrier wall 4, first reinforcing beam 5, second reinforcing beam 6, third reinforcing beam 7, fourth reinforcing beam 8, fifth reinforcing beam 9, sixth reinforcing beam 10, mounting groove 11, first connecting plate 12, second connecting plate 13, third connecting plate 14, fourth connecting plate 15, strip through hole 16, lifting block 17, trolley body 18, mounting platform 19, wheel 20, rear end force measuring wall 21, guide deceleration plate 22, support beam 23, load-bearing base 24, suspension fixture 25, wheel support plate 26, first mounting plate 27, fixing bracket 28, first mounting hole 29, bottom plate 30, vertical plate 31, support plate 32, fixed Fixed plate 33, first clamping arm 34, second clamping arm 35, first connecting hole 36, second connecting hole 37, clamping plate 38, third connecting hole 39, first fixing column 40, first fixing base 41, second fixing column 42, second fixing base 43, second mounting plate 44, third mounting hole 45, mounting frame 46, reduction frame 47, guide frame 48, mounting reinforcement rib 49, first friction body 50, second friction body 51, brake pad 52, blocking part 53, limit block 54, reinforcement part 55, buffer block 56, first guide strip 57, second guide strip 58, oil cylinder 59, cross bar 60, strip hole 61, return spring 62, guide mechanism 63, opening 64, guide reinforcement rib 65.

[0062] Embodiment 1

[0063] like Figure 1 As shown, a 25% small offset collision suspension and wheel subsystem trolley test equipment of the present embodiment includes a collision trolley 1, a front end force measuring wall 2, a deceleration mechanism 3, a rigid barrier wall 4, a first reinforcement beam 5, a second reinforcement beam 6, a third reinforcement beam 7, a fourth reinforcement beam 8, a fifth reinforcement beam 9 and a sixth reinforcement beam 10.

[0064] like Figure 2 As shown, the rigid barrier wall 4 is vertically fixed in the forward direction of the collision trolley 1, and a plurality of mounting grooves 11 are horizontally opened on the surface of the rigid barrier wall 4 facing the collision trolley 1; the mounting grooves 11 are arranged indirectly. The longitudinal section of the mounting groove 11 is T-shaped, including an inner cavity and an outer cavity, and the volume of the inner cavity is greater than the volume of the outer cavity;

[0065] It also includes a first connecting plate 12, a second connecting plate 13, a third connecting plate 14 and a fourth connecting plate 15 located on the surface of the rigid barrier wall 4. The surfaces of the first connecting plate 12, the second connecting plate 13, the third connecting plate 14 and the fourth connecting plate 15 are all provided with a plurality of strip-shaped through holes 16 that cooperate with the mounting grooves 11.

[0066] The speed reduction mechanism 3 includes a speed reduction mechanism body and a guide mechanism 63 that are fixedly connected; the front end force measuring wall 2 includes a supporting truss and a force measuring wall body that are fixedly connected; one end of the speed reduction mechanism body away from the guide mechanism is fixedly connected to the third connecting plate 14; and one end of the supporting truss away from the force measuring wall body is fixedly connected to the fourth connecting plate 15.

[0067] The first reinforcing beam 5 is arranged obliquely, and one end of the first reinforcing beam 5 is fixedly connected to the first connecting plate 12; the second reinforcing beam 6 is arranged obliquely, and one end of the second reinforcing beam 6 is fixedly connected to the second connecting plate 13; the other end of the first reinforcing beam 5 is fixedly connected to the top of the guide mechanism 63; the other end of the second reinforcing beam 6 is fixedly connected to the top of the supporting truss.

[0068] The third reinforcing beam 7 is vertically arranged, one end of the third reinforcing beam 7 is fixedly connected to the middle of the first reinforcing beam 5, and the other end of the third reinforcing beam 7 is fixedly connected to the top of the speed reduction mechanism body; the fourth reinforcing beam 8 is inclinedly arranged, one end of the fourth reinforcing beam 8 is fixedly connected to the middle of the third reinforcing beam 7, and the other end of the fourth reinforcing beam 8 is fixedly connected to the first connecting plate 12;

[0069] The fifth reinforcing beam 9 is vertically arranged, one end of the fifth reinforcing beam 9 is fixedly connected to the middle part of the second reinforcing beam 6, and the other end of the fifth reinforcing beam 9 is fixedly connected to the top of the supporting truss; the sixth reinforcing beam 10 is inclinedly arranged, one end of the sixth reinforcing beam 10 is fixedly connected to the middle part of the fifth reinforcing beam 9, and the other end of the sixth reinforcing beam 10 is fixedly connected to the second connecting plate 13.

[0070] The mounting groove 11 and the strip-shaped through hole 16 are connected by bolts and nuts. Specifically, the nut is placed in the inner cavity of the mounting groove 11, and the bolt passes through the strip-shaped through hole 16 and the outer cavity and is threadedly connected with the nut. The first connecting plate 12, the second connecting plate 13, the third connecting plate 14 and the fourth connecting plate 15 are fixed on the surface of the rigid barrier wall 4, thereby fixing the front force measuring wall 2 and the speed reduction mechanism 3 as a whole.

[0071] A plurality of lifting blocks 17 are fixedly connected to the upper surfaces of the first reinforcing beam 5 and the second reinforcing beam 6, and lifting holes are provided on the lifting blocks 17. In this embodiment, three lifting blocks 17 are fixedly connected to the upper surfaces of the first reinforcing beam 5 and the second reinforcing beam 6, respectively.

[0072] like Figure 3 As shown, the collision trolley 1 includes a trolley body 18 , two mounting platforms 19 , three sets of wheels 20 , a specimen mounting mechanism, a rear end force measuring wall 21 and a guide speed reducer 22 .

[0073] The two mounting platforms 19 are respectively fixed on both sides of the middle part of the trolley body 18; it also includes two support beams 23, which correspond to the two mounting platforms 19 respectively, one end of the support beam 23 is fixedly connected to the side of the mounting platform 19, and the other end of the support beam 23 is fixedly connected to the side of the trolley body 18.

[0074] Each of the three sets of wheels 20 includes two wheels 20. One set of wheels 20 is fixed to both sides of the rear end of the trolley body 18; another set of wheels 20 is fixed to both sides of the two mounting platforms 19; and another set of wheels 20 is fixed to both sides of the front end of the trolley body 18.

[0075] The guide deceleration plate 22 is fixed on the front surface of the trolley body 18, and the guide deceleration plate 22 faces the guide mechanism 63 of the deceleration mechanism 3;

[0076] The rear force measuring wall 21 is fixed on the mounting platform 19 on the side corresponding to the front force measuring wall 2;

[0077] The test piece installation mechanism is fixed to the front part of the trolley body 18. The test piece installation mechanism includes a bearing base 24, a suspension fixture 25 and a wheel 20 and a wheel support plate 26.

[0078] like Figure 4 As shown, the bearing base 24 is fixed to the front of the trolley body 18.

[0079] The bearing base 24 includes a first mounting plate 27 and a fixing bracket 28 supporting the first mounting plate 27. In this embodiment, there are four fixing brackets 28, two each on the front side and the rear side of the first mounting plate 27. One end of the fixing bracket 28 is fixedly connected to the trolley body 18, and the other end is fixedly connected to the first mounting plate 27.

[0080] The first mounting plate 27 is provided with a plurality of first mounting holes 29 , and the first mounting holes 29 are distributed in a matrix.

[0081] The suspension fixture 25 includes a bottom plate 30 , a vertical plate 31 , a support plate 32 , a fixing plate 33 , a first clamping arm 34 , a second clamping arm 35 , a first fixing portion, and a second fixing portion.

[0082] The bottom plate 30 is located on the first mounting plate 27, and the lower end of the vertical plate 31 is fixedly connected to the edge of the bottom plate 30. In this embodiment, the bottom plate 30 and the vertical plate 31 are formed by bending the same steel plate by 90 degrees. The support plate 32 is a right triangle, and the support plate 32 is vertically arranged in the middle of the bottom plate 30 and the vertical plate 31, and the two right-angled sides are fixedly connected to the surfaces of the bottom plate 30 and the vertical plate 31 respectively.

[0083] The fixing plate 33 , the first clamping arm 34 and the second clamping arm 35 are all fixed to a side of the vertical plate 31 away from the supporting plate 32 ; the fixing plate 33 is located between the first clamping arm 34 and the second clamping arm 35 .

[0084] The end of the fixing plate 33 is semicircular, with a first connection hole 36 at the center, and a plurality of second connection holes 37 are formed around the first connection hole 36 . In this embodiment, the number of the second connection holes 37 is three.

[0085] The first clamping arm 34 and the second clamping arm 35 each include two clamping plates 38, and the two clamping plates 38 are parallel to each other. The ends of the two clamping plates 38 are each provided with a third connecting hole 39.

[0086] The bottom plate 30 is provided with a plurality of second mounting holes for use with the first mounting holes 29. In this embodiment, the second mounting holes are arranged in a straight line. The first mounting holes 29 are connected to the second mounting holes by bolts to achieve the purpose of fixing the bottom plate 30 on the first mounting plate 27.

[0087] The first fixing part includes a first fixing column 40 and a first fixing base 41, and the first fixing column 40 is vertically fixed on the first fixing base; the second fixing part includes a second fixing column 42 and a second fixing base 43; the second fixing column 42 is vertically fixed on the second fixing base; in this embodiment, the height of the first fixing column 40 is greater than the height of the second fixing column 42.

[0088] A second mounting plate 44 is also fixed to the front of the trolley body 18 , and the second mounting plate 44 is located below the first mounting plate 27 ; a plurality of third mounting holes 45 are opened on the second mounting plate 44 , and the third mounting holes 45 are distributed in a matrix.

[0089] The first fixing seat and the second fixing seat are both provided with a plurality of fourth mounting holes matching the third mounting holes 45 ; in this embodiment, there are five fourth mounting holes on the first fixing seat and four fourth mounting holes on the second fixing seat.

[0090] The third mounting hole 45 is connected to the fourth mounting hole by bolts, so as to realize the fixed connection between the first fixing seat, the second fixing seat and the second mounting plate 44 .

[0091] The wheel 20 and the wheel support plate 26 are arranged horizontally, and the length direction of the wheel 20 and the wheel support plate 26 is perpendicular to the forward direction of the trolley body 18. One end of the wheel 20 and the wheel support plate 26 is fixed to the bottom surface of the front part of the trolley body 18, and the other end extends out of the trolley body 18.

[0092] In this embodiment, the suspension in the subsystem of the suspension and wheel 20 to be tested adopts a common double wishbone suspension. During the test, the bolts are passed through the first connection hole 36 and the second connection hole 37 on the fixing plate 33 to connect with the top of the shock absorber, and the bolts are passed through the third connection holes 39 of the first clamping arm 34 and the second clamping arm 35 respectively to be fixedly connected with the two ends of the corresponding upper wishbone. As a whole, the upper half of the suspension is fixed. After the first fixing part and the second fixing part are set, the positions of the first fixing part and the second fixing part can be adjusted according to the subframe of the suspension to be fixed, and then the third mounting hole 45 is connected with the fourth mounting hole by bolts. The first fixing column 40 and the second fixing column 42 can pass through the original holes on the subframe to prevent the subframe from moving in the horizontal direction, so as to fix the subframe. As a whole, the lower half of the suspension is also fixed.

[0093] In this embodiment, the suspension and wheel 20 subsystem is fixed on the right side of the trolley body 18. In other embodiments, the orientation of the suspension clamp 25 can also be adjusted to fix the suspension and wheel 20 subsystem on the left side of the trolley body 18. Of course, the positions of the front end force measuring wall 2, the deceleration mechanism 3, and the rear end force measuring wall 21 also need to be adaptively adjusted.

[0094] During the test, the trolley body 18 moves toward the front force measuring wall 2, causing the wheel 20 subsystem to collide with the front force measuring wall 2. Then the test data is collected to facilitate the subsequent optimization of the force transmission path and ratio, and to provide support for the design of the entire impact side door frame system. It can also test the mechanical properties of the wheel 20 rim under high-speed impact, the matching of the rim and the door ring system, etc.

[0095] When the suspension and wheel 20 subsystem collides with the front force measuring wall 2 , the trolley body 18 will continue to move forward, and the guide deceleration plate 22 will be inserted into the deceleration mechanism 3 to achieve deceleration of the trolley body 18 .

[0096] Embodiment 2

[0097] like Figure 5 As shown, in this embodiment, the speed reduction mechanism body includes a mounting frame 46, a speed reduction frame 47 and a guide frame 48 which are connected in sequence. The mounting frame 46 is used to be fixedly connected to the barrier wall. Specifically, Figure 6 As shown, the mounting frame 46 is cylindrical, and one end of the mounting frame 46 is fixedly connected to a third connecting plate 14 perpendicular to the axial direction of the mounting frame 46 , and a plurality of mounting reinforcing ribs 49 are provided on the top of the third connecting plate 14 and the mounting frame 46 .

[0098] The reducer frame 47 is provided with a multi-friction plate structure, such as Figure 7As shown, the multi-friction plate structure includes a plurality of friction bodies and brake pads 52 arranged at intervals. In the present embodiment, the number of the friction bodies is six, and the number of the brake pads 52 is five. In the present embodiment, along the distribution direction of the friction bodies, the friction bodies on both sides are defined as first friction bodies 50, and the remaining friction bodies are defined as second friction bodies 51. The side of the first friction body 50 away from the brake pads 52 respectively abuts against the two sides in the reducer frame 47.

[0099] The friction body includes a friction box and a friction plate. The friction box is provided with a deceleration mounting hole. The friction plate is located in the deceleration mounting hole and is detachably connected to the friction box. Specifically, one side of the friction plate is located in the deceleration mounting hole, and the other side extends out of the deceleration mounting hole to abut against the brake pad 52. Both ends of the top or bottom of the friction plate extend to form protrusions. The friction box is provided with a through hole corresponding to the protrusion. A screw is provided in the through hole. One end of the screw extends into the deceleration mounting hole to abut against the side of the protrusion to prevent the friction plate from coming out of the deceleration mounting hole. When the friction plate is severely worn and needs to be replaced, the screw can be taken out to replace the friction plate.

[0100] In this embodiment, two deceleration mounting holes are provided on the friction box, and the two deceleration mounting holes are arranged up and down. The protrusion of the friction plate located in the upper deceleration mounting hole is located at the top thereof, and the protrusion of the friction plate located in the lower deceleration mounting hole is located at the bottom thereof. The deceleration mounting hole on the friction box of the first friction body 50 is defined as the first deceleration mounting hole, and the deceleration mounting hole on the friction box of the second friction body 51 is defined as the second deceleration mounting hole. The first deceleration mounting hole is a blind hole, which is provided on the side of the friction box away from the frame. The first deceleration mounting hole corresponds to one friction plate, and the second deceleration mounting hole is a hole that passes through the friction box, and the second deceleration mounting hole corresponds to two friction plates.

[0101] The friction body is slidably connected to the reduction frame 47 along the distribution direction of the friction body. Specifically, Figure 8As shown, the center of the top and bottom of the friction body are extended to form a blocking portion 53, and the reducer frame 47 is also provided with a blocking limiter and a limit block 54 for limiting the blocking portion 53. The blocking limiter and the limit block 54 are respectively against the two ends of the blocking portion 53 along the movement direction of the brake pad 52, and the side of the blocking portion 53 away from the friction body is respectively against the top and bottom of the reducer frame 47. In this embodiment, there are two limit blocks 54, which are respectively against the top and bottom of the friction body, and the top and bottom of the reducer frame 47 are respectively extended to form a blocking limiter, and the limit block 54 and the blocking limiter are respectively against the two ends of the blocking portion 53 along the movement direction of the brake pad 52, that is, the blocking limiter is used to block the movement of the friction body along the movement direction of the brake pad 52, and the limit block 54 is used to block the movement of the friction body along the reset direction of the brake pad 52. A safety pin hole is provided on the limit block 54, and another safety pin hole used in conjunction with the safety pin hole is provided on the reducer frame 47. The limit block 54 and the reducer frame 47 are pinned together through the safety pin hole. The setting of the limit block 54 facilitates the disassembly and assembly of the friction body, and the stopper 53 is limited by the limit block 54 and the stopper stopper. During the deceleration process, the stopper stopper mainly bears the force brought by the friction body, and the strength of the stopper stopper is ensured by the integral processing of the stopper stopper and the reducer frame 47.

[0102] One end of the brake pad 52 extends out of the reducer frame 47, and a collision body is provided at the end of the brake pad 52 extending out of the reducer frame 47. When the collision body is subjected to a force, the other end of the brake pad 52 can extend from the other end of the reducer frame 47. The collision body includes a reinforcement 55 and a buffer block 56. The reinforcement 55 is connected to the brake pad 52, and the side of the reinforcement 55 away from the brake pad 52 is connected to the buffer block 56. In this embodiment, the material of the buffer block 56 is rubber. The reinforcement 55 includes a fifth connecting plate, a sixth connecting plate, a plurality of vertical reinforcing ribs and transverse reinforcing ribs. In this embodiment, the number of vertical reinforcing ribs is three, and the number of transverse reinforcing ribs is six. One end of the brake pad 52 extending out of the reducer frame 47 is connected to the fifth connecting plate, and the side of the fifth connecting plate away from the brake pad 52 is fixedly connected to the vertical reinforcing ribs. The vertical reinforcing ribs are evenly distributed, and a sixth connecting plate is provided at the end of the vertical reinforcing ribs away from the fifth connecting plate. The sixth connecting plate is fixedly connected to the buffer block 56 by bolts. The transverse reinforcement ribs are evenly distributed on both sides of the vertical reinforcement ribs, and one end of the transverse reinforcement ribs is connected to one side of the vertical reinforcement ribs. Specifically, the vertical reinforcement ribs on both sides along the distribution direction of the vertical reinforcement ribs are fixedly connected to the three transverse reinforcement ribs respectively. In this embodiment, the fifth connecting plate, the sixth connecting plate, the vertical reinforcement ribs and the transverse reinforcement ribs are integrally formed.

[0103] A plurality of guide bars are also provided in the reducer frame 47. The number of guide bars is the same as that of brake pads 52. The guide bars are respectively located above the brake pads 52 and respectively located between two friction bodies arranged at intervals. The length of the guide bars on both sides along the distribution direction of the guide bars is greater than that of the other guide bars. In this embodiment, along the distribution direction of the guide bars, the guide bars on both sides are defined as first guide bars 57, and the other guide bars are defined as second guide bars 58. The length of the first guide bar 57 is greater than that of the second guide bar 58. Specifically, the second guide bar 58 is located in the reducer frame 47, and one end of the first guide bar 57 extends out of the frame. The top and bottom ends of the fifth connecting plate are extended to form guide limit parts. There are four limit parts, which are respectively located on both sides of the top and bottom ends of the fifth connecting plate. The guide limit parts are used to limit the first guide bar 57. The guide bar is fixedly connected to the reducer frame 47. In this embodiment, the guide bar is provided with threaded holes, which correspond to the blocking limit portion and the limit block 54 respectively. The limit block 54 and the reducer frame 47 are provided with through holes used in conjunction with the threaded holes respectively, and the guide bar and the reducer frame 47 are fixedly connected by screws, and the guide bar, the limit block 54 and the reducer frame 47 are fixedly connected. The setting of the above-mentioned safety pin hole plays a protective role when the screws of the guide bar, the limit block 54 and the reducer frame 47 fail to tighten.

[0104] An oil cylinder 59 is provided on one side of the outer edge of the reducer frame 47 in the direction of the friction body distribution. The oil cylinder 59 is fixedly connected to the frame by screws. The piston rod of the oil cylinder 59 extends into the reducer frame 47 and abuts against the friction body, that is, one side of one of the first friction bodies 50 away from the brake pad 52 abuts against the piston rod.

[0105] The brake pad 52 has a through hole at one end away from the collision body, and the mounting frame 46 is slidably connected with a cross bar 60, which passes through the through hole, and the two ends of the cross bar 60 extend out of the mounting frame 46. Specifically, both sides of the mounting frame 46 have oppositely arranged strip holes 61, and the cross bar 60 passes through the through hole, and the two ends of the cross bar 60 respectively pass through the two strip holes 61 and extend out of the mounting frame 46. A first mounting frame is provided on both sides outside the reduction frame 47, and a second mounting frame is provided at both ends of the cross bar 60. A return spring 62 is provided between the first mounting frame and the second mounting frame on the same side. In this embodiment, two mounting screws are provided on the first mounting frame and the second mounting frame, and the two ends of the return spring 62 are respectively hung on the mounting screws of the first mounting frame and the second mounting frame on the same side, and the number of the return springs 62 is four.

[0106] One end of the brake pad 52 extending out of the reduction frame 47 is located in the guide frame 48. When the collision body is subjected to a force, the other end of the brake pad 52 can extend from the other end of the reduction frame 47 into the mounting frame 46. Fig. 9As shown, the guide frame 48 is cylindrical, and one end of the guide frame 48 away from the reduction frame 47 is connected to a guide mechanism 63, and the guide mechanism 63 is barrel-shaped; both sides of the guide mechanism 63 away from the end of the guide frame 48 expand outward to form an opening 64. A plurality of guide reinforcing ribs 65 are provided on both sides of the guide mechanism 63. In this embodiment, the number of the guide reinforcing ribs 65 is six, and the two ends of the guide reinforcing ribs 65 are respectively connected to the guide frame 48 and the opening 64. In this embodiment, the other end of the third reinforcing beam 7 is fixedly connected to the top of the guide frame 48.

[0107] During the test, the return spring 62 is in a natural state, the piston rod extends, and the friction body and the brake pad 52 are pressed tightly. When a collision occurs, the guide deceleration plate 22 extends from the opening 64 into the guide mechanism 63, collides with the collision body in the guide frame 48, and the collision body is subjected to a force, and the brake pad 52 moves toward the mounting frame 46, so that the other end of the brake pad 52 can extend from the other end of the deceleration frame 47 into the mounting frame 46. During the movement of the brake pad 52, the movement of the brake pad 52 drives the cross bar 60 to move in the strip hole 61, so that the return spring 62 is stretched, and at the same time, the friction between the brake pad 52 and the friction body blocks the movement of the brake pad 52, and the collision suspension is quickly braked by the friction force. After the test, the piston rod is retracted, the friction body and the brake pad 52 are loosened, and the elastic force of the return spring 62 drives the cross bar 60 to move in the strip hole 61, so that the brake pad 52 is reset.

[0108] Compared with the prior art, rapid braking is performed through the friction between the friction body and the brake pad 52, avoiding or reducing damage to the multi-friction plate structure, making the multi-friction plate structure reusable, reducing testing costs, and after the test, this solution only needs to reset the brake pad 52, reducing time costs.

[0109] The above are only embodiments of the present invention. The invention is not limited to the fields involved in this implementation case. The common sense such as the known specific structures and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field to which the invention belongs before the application date or the priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which should also be regarded as the protection scope of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent. The protection scope required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to explain the content of the claims.

Claims

1. A 25% small offset collision suspension and wheel subsystem trolley test equipment, comprising a collision trolley, a front force measuring wall and a deceleration mechanism, characterized in that: A guide speed reducer is fixed at the front end of the collision trolley; the speed reduction mechanism comprises a speed reduction mechanism body and a guide mechanism that are fixedly connected; the front force measuring wall comprises a support truss and a force measuring wall body that are fixedly connected; it also comprises a rigid barrier wall, a first reinforcing beam and a second reinforcing beam; the rigid barrier wall is vertically fixed in the forward direction of the collision trolley, and one end of the speed reduction mechanism body away from the guide mechanism and one end of the support truss away from the force measuring wall body are both connected to the rigid barrier wall; one end of the first reinforcing beam is connected to the rigid barrier wall, and the other end of the first reinforcing beam is connected to the top of the guide mechanism; one end of the second reinforcing beam is connected to the rigid barrier wall, and the other end of the second reinforcing beam is connected to the top of the support truss; The rigid barrier wall has a plurality of installation grooves horizontally formed on the surface of the side facing the collision trolley; the longitudinal section of the installation groove is T-shaped, including an inner cavity and an outer cavity, and the volume of the inner cavity is greater than the volume of the outer cavity; It also includes a first connecting plate and a second connecting plate located on the surface of the rigid barrier wall, and the surfaces of the first connecting plate and the second connecting plate are provided with a plurality of strip-shaped through holes; One end of the first reinforcing beam is fixedly connected to the first connecting plate, and one end of the second reinforcing beam is fixedly connected to the second connecting plate; Also included are a third reinforcement beam, a fourth reinforcement beam, a fifth reinforcement beam and a sixth reinforcement beam; One end of the third reinforcement beam is fixedly connected to the first reinforcement beam, and the other end of the third reinforcement beam is fixedly connected to the top of the speed reduction mechanism body; one end of the fourth reinforcement beam is fixedly connected to the third reinforcement beam, and the other end of the fourth reinforcement beam is fixedly connected to the first connection plate; One end of the fifth reinforcement beam is fixedly connected to the second reinforcement beam, and the other end of the fifth reinforcement beam is fixedly connected to the top of the support truss; one end of the sixth reinforcement beam is fixedly connected to the fifth reinforcement beam, and the other end of the sixth reinforcement beam is fixedly connected to the second connection plate; The collision trolley comprises a trolley body, two mounting platforms, a specimen mounting mechanism and a rear force measuring wall; The two mounting platforms are fixed on both sides of the middle of the trolley body; The rear force measuring wall is fixed on the mounting platform on the side corresponding to the front force measuring wall; The specimen mounting mechanism is fixed to the front part of the trolley body.

2. The 25% small offset collision suspension and wheel subsystem trolley test equipment according to claim 1, characterized in that: A plurality of hoisting blocks are fixedly connected to the upper surfaces of the first reinforcing beam and the second reinforcing beam, and hoisting holes are formed on the hoisting blocks.

3. The 25% small offset collision suspension and wheel subsystem trolley test equipment according to claim 1, characterized in that: The specimen installation mechanism includes a bearing base and a suspension fixture; The bearing base is fixed to the front of the trolley body. The suspension fixture comprises a bottom plate, a vertical plate, a support plate, a fixing plate, a first clamping arm and a second clamping arm; The bottom plate is fixedly connected to the top of the bearing base, the lower end of the vertical plate is fixedly connected to the edge of the bottom plate, the support plate is a right-angled triangle, the support plate is vertically arranged, and the two right-angled sides are respectively fixedly connected to the bottom plate and the vertical plate; The fixing plate, the first clamping arm and the second clamping arm are all fixed to the side of the vertical plate away from the supporting plate; the fixing plate is located between the first clamping arm and the second clamping arm; The end of the fixing plate is semicircular, a first connecting hole is opened at the center of the circle, and a plurality of second connecting holes are opened in the circumference of the first connecting hole; The first clamping arm and the second clamping arm each include two clamping plates, and the ends of the two clamping plates are each provided with a third connecting hole.

4. The 25% small offset collision suspension and wheel subsystem trolley test equipment according to claim 3, characterized in that: The bearing base includes a first mounting plate and a fixing bracket supporting the first mounting plate; one end of the fixing bracket is fixedly connected to the trolley body, and the other end is fixedly connected to the first mounting plate; The first mounting plate is provided with a plurality of first mounting holes, and the first mounting holes are distributed in a matrix; The bottom plate is provided with a plurality of second mounting holes used in conjunction with the first mounting holes.

5. The 25% small offset collision suspension and wheel subsystem trolley test equipment according to claim 4, characterized in that: The suspension fixture also includes a first fixing portion and a second fixing portion; The first fixing part includes a first fixing column and a first fixing base, and the first fixing column is vertically fixed on the first fixing base; The second fixing part includes a second fixing column and a second fixing base; the second fixing column is vertically fixed on the second fixing base; A second mounting plate is also fixed to the front of the trolley body, and the second mounting plate is located below the first mounting plate; The second mounting plate is provided with a plurality of third mounting holes, which are distributed in a matrix; The first fixing seat and the second fixing seat are both provided with a plurality of fourth mounting holes matching the third mounting holes; The third mounting hole and the fourth mounting hole are connected by bolts.

6. The 25% small offset collision suspension and wheel subsystem trolley test equipment according to claim 3, characterized in that: The test piece installation mechanism also includes a wheel support plate, one end of which is fixed to the bottom surface of the front part of the trolley body, and the other end of which extends out of the trolley body.

7. The 25% small offset collision suspension and wheel subsystem trolley test equipment according to claim 1, characterized in that: The collision trolley also includes two support beams, which correspond to the two mounting platforms respectively. One end of the support beam is fixedly connected to the side of the mounting platform, and the other end of the support beam is fixedly connected to the side of the trolley body.

Images