A vehicle A-pillar side impact test device

Abstract

The present invention relates to a vehicle A-pillar side column collision test device, comprising an impact device, an A-pillar supporting tool and a test installation fixed bench, wherein the A-pillar supporting tool is connected to the test installation fixed bench, the A-pillar is connected to the test installation fixed bench through the A-pillar supporting tool, the test installation fixed bench is fixed on the ground or a flat table, the impact device is connected to a pneumatic or motor traction device, the impact device comprises an impact head, a force value sensor is arranged at the rear end of the impact head, a displacement sensor is arranged behind the A-pillar, and the other end of the displacement sensor is connected to the test installation fixed bench. The present invention realizes the replacement of the environmental parts with a simplified structure by matching the deformation mode of the environmental parts around the A-pillar, greatly reduces the test cost while ensuring the test accuracy as much as possible, and makes it possible to economically and conveniently measure the deformation and bending resistance of the A-pillar when the side column hits.

Description

Technical Field

[0001] The invention relates to a vehicle A-pillar side column collision test device. Background Art

[0002] Since the buffer space in a side collision is much smaller than that in a head-on collision, the occupants are more likely to be seriously injured in a side collision. In order to encourage automobile manufacturers to improve automobile side protection technology, various countries have put forward strict requirements for side collision regulations in government regulations, NCAP and insurance association regulations. Side collision regulations include movable obstacle avoidance side collision (MDB) and side pole collision (POLE) regulations. The side pole collision regulations mainly examine the situation where the car loses control and hits a telephone pole or a large tree from the side, which can easily cause more serious injuries to the occupants. For the side pole collision regulations, more stringent requirements are put forward for the strength of the car's side wall.

[0003] In the car side structure, the A-pillar is located at the top of the upper body side. On the one hand, it supports the roof, and on the other hand, it blocks obstacles from invading the passenger compartment during a side pole collision. Since the A-pillar is close to the occupant's head, the strength of the A-pillar directly affects the occupant's head injury in the side pole collision regulations.

[0004] The existing test methods have the following two problems:

[0005] 1) The whole vehicle side pole impact test is mainly used to verify the strength of the entire vehicle body structure, dummy damage and restraint system, etc. However, the whole vehicle test cost is high and the preparation period is long. The verification of the side body structure is not suitable for multiple rounds of verification, which greatly increases the development cycle.

[0006] 2) Although the use of subsystem or component side pole impact test methods can greatly reduce test costs and preparation cycles, it is difficult to accurately reflect the deformation of the side column impact of the entire vehicle. The subsystem side pole impact test method requires a large number of environmental parts, almost involving the entire side, requiring multiple parts to match, and the processing cost is also high. However, component experiments lack sufficient environmental parts and can only reflect their own bending or crushing deformation capabilities, with poor accuracy.

[0007] Therefore, establishing a more accurate subsystem side column impact test method for single parts and conducting multiple rounds of verification to further optimize the design scheme is of great significance for reducing the cost of vehicle development and shortening the development cycle.

[0008] In order to solve the above problems, the present invention is proposed. Summary of the invention

[0009] The purpose of the present invention is to provide a vehicle A-pillar side column collision test device.

[0010] The above purpose is achieved by the following technical solutions:

[0011] A vehicle A-pillar side column collision test device comprises an impact device, an A-pillar supporting tool and a test installation fixed bench, wherein the A-pillar supporting tool is connected to the test installation fixed bench, the A-pillar is connected to the test installation fixed bench through the A-pillar supporting tool, a displacement sensor is arranged behind the A-pillar, and the other end of the displacement sensor is connected to the test installation fixed bench; the A-pillar supporting tool comprises a first crossbeam assembly, a fifth crossbeam assembly and a B-pillar replacement structure assembly, one end of the first crossbeam assembly, the fifth crossbeam assembly and the B-pillar replacement structure assembly are connected to the test installation fixed bench through bolts, the first crossbeam assembly, the fifth crossbeam assembly and the B-pillar replacement structure assembly The other end of each is connected to the A-pillar; the first crossbeam assembly is composed of a front end piece 1, a tube beam 1, a rear end piece 1, and an end plate 1; one end of the front end piece 1 is connected to the A-pillar by welding, and the other end of the front end piece 1 is connected to the tube beam 1 by bolts; one end of the rear end piece 1 is connected to the tube beam 1 by bolts, and the other end is connected to the end plate 1; the end plate 1 is connected to the test mounting fixed bench; the front end piece 1 is composed of connecting piece 11, connecting piece 12, connecting piece 13, connecting piece 14 and connecting piece 15, one side of connecting piece 12 is welded to connecting piece 11 and connecting piece 13, and the other side is welded to connecting piece 14 and connecting piece 15.

[0012] Preferably, it also includes a second crossbeam assembly, one end of the second crossbeam assembly is connected to the test installation fixing stand by bolts, the other end of the second crossbeam assembly is connected to the A-pillar, and the second crossbeam assembly corresponds to the upper crossbeam of the front windshield.

[0013] Preferably, it also includes a third crossbeam assembly, one end of the third crossbeam assembly is connected to the test installation fixing frame by bolts, the other end of the third crossbeam assembly is connected to the A-pillar, the third crossbeam assembly corresponds to the middle crossbeam of the roof, and the third crossbeam assembly adopts a rectangular tubular beam structure.

[0014] Preferably, it also includes a fourth crossbeam assembly, one end of the fourth crossbeam assembly is connected to the test installation fixing frame by bolts, the other end of the fourth crossbeam assembly is connected to the A-pillar, the fourth crossbeam assembly corresponds to the sunroof crossbeam, and the fourth crossbeam assembly adopts a rectangular tubular beam structure.

[0015] Preferably, the fifth crossbeam assembly includes a fifth crossbeam front end piece five, a tubular beam five, a rear end piece five and an end plate five; the fifth crossbeam front end piece five is composed of a connecting piece five one, a connecting piece five two, a connecting piece five three, a connecting piece five four and a connecting piece five five, which is connected to the A-pillar by welding and to the tubular beam five by bolts; the rear end piece five is connected to the tubular beam five and the end plate five by bolts; and the end plate five is connected to the test mounting fixing stand.

[0016] Preferably, the second crossbeam assembly includes a second crossbeam front end piece, tubular beam 2, rear end piece 2 and end plate 2; the second crossbeam front end piece is connected to the A-pillar by welding and to tubular beam 2 by bolts; the rear end piece 2 is connected to tubular beam 2 and end plate 2 by bolts; and end plate 2 is connected to the test mounting fixed stand.

[0017] Preferably, the third crossbeam assembly includes a front end piece of the third crossbeam, a tubular beam three, a rear end piece three and an end plate three; the front end piece of the third crossbeam is connected to the A-pillar by welding, and is connected to the tubular beam three by bolts; the rear end piece three is connected to the tubular beam three and the end plate three by bolts; the end plate three is connected to the test mounting fixed stand, and a number of collapse ribs are symmetrically arranged on the upper and lower ends of the front of the tubular beam three.

[0018] Preferably, the fourth crossbeam assembly includes a front end piece of the fourth crossbeam, a tubular beam four, a rear end piece four and an end plate three; the front end piece of the fourth crossbeam is connected to the A-pillar by welding, and is connected to the tubular beam four by bolts; the rear end piece four is connected to the tubular beam four and the end plate three by bolts; the end plate three is connected to the test mounting fixed stand, and a number of collapse ribs are symmetrically arranged on the upper and lower ends of the front of the tubular beam four.

[0019] Furthermore, the B-pillar replacement structure includes an upper end piece, a middle structure, a lower end piece and a lower end plate; the upper end piece is connected to the A-pillar by welding, and the other end of the upper end piece is connected to the middle structure by bolts; the two ends of the lower end piece are respectively connected to the middle structure and the lower end plate by bolts.

[0020] Preferably, the A-pillar includes a tubular beam A-pillar structure, an A-pillar structure with one flange, and an A-pillar welded structure with two flanges. Beneficial Effects

[0021] The present invention achieves the replacement of environmental parts with simplified structures by matching the deformation modes of environmental parts around the A-pillar, thereby greatly reducing the test cost while ensuring the test accuracy as much as possible, making it possible to economically and conveniently measure the deformation and bending resistance of the A-pillar when a side column collides. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be further described below in conjunction with the accompanying drawings.

[0023] Figure 1 It is a schematic diagram of the structure of the automobile A-pillar side column impact test device.

[0024] Figure 2 It is a schematic diagram of the A-pillar support tooling and test installation fixed bench structure.

[0025] Figure 3 It is a schematic diagram of the structure of the first crossbeam assembly and the fifth crossbeam assembly.

[0026] Figure 4It is a schematic diagram of the structure of the second crossbeam assembly.

[0027] Figure 5 It is a schematic diagram of the structure of the third crossbeam assembly.

[0028] Figure 6 This is a schematic diagram of the B-pillar replacement structure.

[0029] Figure 7 This is another schematic diagram of a B-pillar replacement structure.

[0030] Figure 8 It is a plan view of the B-pillar replacement structure.

[0031] Fig. 9 It is a schematic diagram of the tubular beam A-pillar structure.

[0032] Fig.10 It is a cross-sectional view of the tubular beam A-pillar structure.

[0033] Fig.11 This is a schematic diagram of the A-pillar structure with a flange.

[0034] Fig.12 This is a cross-sectional view of the A-pillar structure with a flange.

[0035] Fig.13 It is a cross-sectional view of the A-pillar welded structure with two flanges. DETAILED DESCRIPTION

[0036] Reference Figure 1-2 A vehicle A-pillar side impact test device comprises an impact device 3, an A-pillar support tool 2 and a test installation fixed bench 1; the A-pillar support tool 2 is connected to the test installation fixed bench 1, the A-pillar 11 is connected to the test installation fixed bench 1 through the A-pillar support tool 2, the test installation fixed bench 1 is fixed on the ground or a flat table, the impact device 3 is connected to a pneumatic or motor traction device, the impact device 3 drives the impact head to impact the A-pillar 11 at a certain speed through pneumatic or motor traction, and the impact position is the contact position of the side column collision of the whole vehicle, the impact device 3 comprises an impact head 3-2, a sensor 3-1 is arranged at the rear end of the impact head 3-2, a displacement sensor 4 is arranged behind the A-pillar 11, the other end of the displacement sensor 4 is connected to the test installation fixed bench 1, the collision contact force is measured by the force sensor 3-1 at the rear end of the impact head 3-2, and the deformation of the A-pillar is measured by the displacement sensor 4. The sensor 3-1 comprises a force sensor and an acceleration sensor.

[0037] In response to the side column impact regulations, the environmental parts are replaced with simplified structures by matching the deformation patterns of the environmental parts around the A-pillar. While ensuring the test accuracy as much as possible, the test cost is greatly reduced, making it possible to economically and conveniently measure the deformation and bending resistance of the A-pillar during a side column impact.

[0038] The A-pillar test method uses a cylindrical impact head to impact the side column of the vehicle, hitting the contact position between the A-pillar and the rigid column. The contact force and collision acceleration during the collision are measured by the force and acceleration sensors connected to the impact head. The deformation of the A-pillar is obtained by comparing the impacted position of the A-pillar with the side of the fixed stand where the displacement sensor is installed. The relevant indicators can be obtained more accurately, which is convenient for benchmarking with the side column collision test and simulation analysis of the whole vehicle.

[0039] Specifically, a semi-cylindrical impact head 3-2 with a mass of 100-300kg is driven by pneumatic, electric or other driving methods to hit the A-pillar 11 at a speed of 30-40km / h. The impact position is the tangent position where the rigid column and the A-pillar contact when the vehicle side column hits. The impact column head has a diameter of 254mm and a height of 300-400mm. The rear end is connected to a force value sensor and an acceleration sensor 3-1. A displacement sensor 4 is arranged between the impact position of the A-pillar and the test installation fixed stand to measure the deformation of the A-pillar 11 at the impact position.

[0040] The A-pillar support tooling 2 includes a first crossbeam assembly 5, a second crossbeam assembly 6, a third crossbeam assembly 7 and / or a fourth crossbeam assembly 8, a fifth crossbeam assembly 9 and a B-pillar replacement structure assembly 10, and the specific crossbeam position is arranged according to the corresponding structure of the whole vehicle; the fifth crossbeam assembly 9 corresponds to the upper crossbeam of the rear windshield; the fourth crossbeam assembly 8 corresponds to the sunroof crossbeam; the first crossbeam assembly 5, the second crossbeam assembly 6, the third crossbeam assembly 7 and / or the fourth crossbeam assembly 8, the fifth crossbeam assembly 9 and the B-pillar replacement structure assembly 10 are connected to the test installation fixing stand 1 by bolts.

[0041] The first cross beam assembly 5 , the second cross beam assembly 6 , the third cross beam assembly 7 and / or the fourth cross beam assembly 8 , the fifth cross beam assembly 9 and one end of the B-pillar replacement structure assembly 10 are all connected to the A-pillar 11 .

[0042] The first crossbeam assembly 5 corresponds to the lower crossbeam of the front windshield, the second crossbeam assembly 6 corresponds to the upper crossbeam of the front windshield, and the third crossbeam assembly 7 corresponds to the middle crossbeam of the roof. Whether the third crossbeam assembly 7 or the fourth crossbeam assembly 8 exists depends on whether there is a sunroof.

[0043] When the vehicle's side pillar collides, the deformation of the lower cross beam of the front windshield and the upper cross beam of the rear windshield is very small, and it is mainly elastic deformation. Therefore, a rectangular tubular beam structure with greater rigidity is used to replace the lower cross beam of the front windshield and the upper cross beam of the rear windshield.

[0044] The first to fifth crossbeams are arranged according to the position of the A-pillar overlap crossbeam component, and the structures of the roof crossbeams are matched according to the deformation mode and force value curve of the overlapped crossbeam when the side column of the whole vehicle hits the roof. Among them, the first crossbeam assembly 5 and the fifth crossbeam assembly 9 are mainly elastic deformations, and the cross-sectional stiffness is the largest; the lower part of the front section of the second crossbeam assembly 6 is provided with collapse ribs to ensure the initial downward bending deformation during the collision and the subsequent crushing deformation mode. The third crossbeam assembly 7 and the fourth crossbeam assembly 8 are provided with multiple collapse ribs on the upper and lower sides of the front section of the tubular beam to ensure the initial crushing deformation mode. Each replacement crossbeam adopts a simple structural form to achieve a deformation mode and force value curve similar to that of the corresponding components when the side column of the whole vehicle hits.

[0045] Reference Figure 3 The first crossbeam assembly 5 is composed of a front end piece 5-1, a tube beam 5-2, a rear end piece 5-3, and an end plate 5-4; one end of the front end piece 5-1 is connected to the A-pillar 11 by welding, and the other end of the front end piece 5-1 is connected to the tube beam 5-2 by bolts; one end of the rear end piece 5-3 is connected to the tube beam 5-2 by bolts, and the other end is connected to the end plate 5-4; the end plate 5-4 is connected to the test mounting fixed bench 1.

[0046] The front end piece 5-1 is composed of a connecting piece 5-1-1, a connecting piece 5-2, a connecting piece 5-1-3, a connecting piece 5-1-4 and a connecting piece 5-1-5. One side of the connecting piece 5-1-2 is welded to the connecting piece 5-1-1 and the connecting piece 5-1-3, and the other side is welded to the connecting piece 5-1-4 and the connecting piece 5-1-5.

[0047] The fifth crossbeam assembly 9 includes the fifth crossbeam front end piece 5 9-1, the tubular beam 5 9-2, the rear end piece 5 9-3 and the end plate 5 9-4; the fifth crossbeam front end piece 5 9-1 is composed of the connecting piece 51 9-1-1, the connecting piece 52 9-1-2, the connecting piece 53 9-1-3, the connecting piece 54 9-1-4 and the connecting piece 55 9-1-5, which is connected to the A-pillar 11 by welding and connected to the tubular beam 5 9-2 by bolts; the rear end piece 5 9-3 is connected to the tubular beam 5 9-2 and the end plate 5 9-4 by bolts; the end plate 5 9-4 is connected to the test mounting fixing stand 1.

[0048] After the collision test, except for the front end piece 5-1 of the first cross beam and the front end piece 59-1 of the fifth cross beam, the rest of the parts have no obvious plastic deformation and can be disassembled for subsequent tests after the test, reducing the test cost. The cross-sectional size range of the pipe beam is generally between 25*50mm-40*80mm, and the thickness is between 2-4mm.

[0049] Reference Figure 4The second crossbeam assembly 6 includes a second crossbeam front end piece 6-1, a tube beam 6-2, a rear end piece 6-3 and an end plate 6-4. The second crossbeam front end piece 6-1 is connected to the A-pillar 11 by welding and to the tube beam 6-2 by bolts; the rear end piece 6-3 is connected to the tube beam 6-2 and the end plate 6-4 by bolts; the end plate 6-4 is connected to the test mounting fixed stand 1.

[0050] When the side column of the whole vehicle collides, the front end of the cross beam on the front windshield is first bent downward and deformed, and then the middle and rear sections are crushed and deformed. Therefore, the second cross beam assembly 6 adopts a rectangular tube beam structure, and a crush rib A is arranged at the front lower end of the second tube beam 6-2. The size of the tube beam crush rib A is determined according to the initial bending force of the whole vehicle simulation, and the sectional size of the second tube beam 6-2 is determined according to the subsequent crushing force curve. Generally, the sectional size ranges from 25*50mm to 40*80mm, and the thickness is between 1.5-3mm.

[0051] Reference Figure 5 The third crossbeam assembly 7 includes a third crossbeam front end piece 7-1, a tube beam 3 7-2, a rear end piece 3 7-3 and an end plate 3 7-4; the third crossbeam front end piece 7-1 is connected to the A-pillar 11 by welding, and is connected to the tube beam 3 7-2 by bolts; the rear end piece 3 7-3 is connected to the tube beam 3 7-2 and the end plate 3 7-4 by bolts; the end plate 3 7-4 is connected to the test mounting fixing stand 1.

[0052] Reference Figure 2 The fourth crossbeam assembly 8 includes a fourth crossbeam front end piece 8-1, a tubular beam four 8-2, a rear end piece four 8-3 and an end plate three 8-4; the fourth crossbeam front end piece 8-1 is connected to the A-pillar 11 by welding, and is connected to the tubular beam four 8-2 by bolts; the rear end piece four 8-3 is connected to the tubular beam four 8-2 and the end plate three 8-4 by bolts; the end plate three 8-4 is connected to the test mounting fixed stand 1.

[0053] When the side pillar of the whole vehicle collides, the third crossbeam assembly 7 in the middle of the roof and the sunroof crossbeam are elastically deformed or crushed at the front. Therefore, the third crossbeam assembly 7 and the fourth crossbeam assembly 8 adopt a rectangular tube beam structure. Several crush ribs are symmetrically arranged on the upper and lower ends of the front of the tube beam three 7-2 and the tube beam four 8-2. The size (width and depth) of the beam crush ribs is determined according to the initial crushing force of the whole vehicle simulation, and the size of the tube beam three 7-2 and the tube beam four 8-2 is determined according to the subsequent crushing force peak value. Generally, the sectional size is between 25*50mm-40*80mm, and the thickness is 1.5-3mm.

[0054] In this embodiment, there are two collapse bars, namely collapse bar B and collapse bar C. The width of collapse bar B is D1 and the depth is H3, and the width of collapse bar B is D2 and the depth is H4.

[0055] When the vehicle's side pillar collides, the B-pillar undergoes spatial torsional deformation and bending elastic deformation. Therefore, the B-pillar replacement structure must have torsional stiffness and bending strength equivalent to the actual B-pillar.

[0056] like Figure 6-8 As shown, the B-pillar replacement structure 10 includes an upper end piece 10-1, a middle structure 10-2, a lower end piece 10-3 and a lower end plate 10-4; the upper end piece 10-1 is connected to the A-pillar 11 by welding, and the other end of the upper end piece 10-1 is connected to the middle structure 10-2 by bolts; the two ends of the lower end piece 10-3 are respectively connected to the middle structure 10-2 and the lower end plate 10-4 by bolts.

[0057] The middle structure 10-2 includes three tubular beam structures, namely the middle structure tubular beam one 10-2-1, the middle structure tubular beam two 10-2-2 and the middle structure tubular beam three 10-2-3; the middle structure tubular beam one 10-2-1 is connected to the middle structure tubular beam two 10-2-2, and the two ends of the middle structure tubular beam three 10-2-3 are respectively against the middle structure tubular beam one 10-2-1 and the middle structure tubular beam two 10-2-2, so as to stabilize and strengthen the angle formed by the support of the middle structure tubular beam one 10-2-1 and the middle structure tubular beam two 10-2-2.

[0058] The middle structure tube beam 10-2-1 is formed by bending a tube beam, and the bending angle α depends on the angle between the tangent direction of the uppermost part of the B-pillar replacement structure 10 and the horizontal direction, which is 130-150°; the middle structure tube beam 2 10-2-2 is in the vertical direction, and the length is determined by the distance between the middle structure tube beam 1 10-2-1 and the lower end plate 10-4 (H1); the welding position between the lower end of the middle structure tube beam 3 10-2-3 and the middle structure tube beam 2 10-2-2 is at a distance H2 of (1 / 3) H1 from the lower end plate 10-4, and the angle β with the middle structure tube beam 2 10-2-2 is 30-40°.

[0059] According to actual conditions, the middle structure pipe beam four 10-2-4 can be added to improve the rigidity and strength of the overall structure. The two ends of the middle structure pipe beam four 10-2-4 are offset against the middle structure pipe beam one 10-2-1 and the middle structure pipe beam three 10-2-3 respectively.

[0060] The ratio of the distance L2 between the welding position of the middle structure tube beam four 10-2-4 and the middle structure tube beam three 10-2-3 and the length L1 of the middle structure tube beam three 10-2-3 is 2 / 5-1 / 2, and the angle γ is 30-40°.

[0061] The present invention adopts a combined frame type B-pillar replacement structure. By adjusting the size, position, etc. of each tube beam structure in the frame, it matches the torsional stiffness and bending strength that are basically equivalent to the B-pillar of the entire vehicle, thereby ensuring that the deformation mode of the B-pillar replacement structure is basically similar to that of the B-pillar of the entire vehicle during a side collision.

[0062] Reference Figure 9-13 The A-pillars applicable to the present invention include a tubular beam A-pillar structure, an A-pillar structure with one flange, and an A-pillar welded structure with two flanges.

[0063] The A-pillar device and experimental method described in the present invention match the deformation mode of the A-pillar overlap parts of the whole vehicle and adopt a simple structure to replace them. On the one hand, this ensures the experimental accuracy, and on the other hand, it greatly reduces the test preparation cycle, making it possible to conduct multiple tests in a short time, and ultimately reduces the test cost while reducing the vehicle development cost.

[0064] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0065] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A vehicle A-pillar side column impact test device, characterized in that: The invention comprises an impact device (3), an A-pillar supporting tool (2) and a test installation fixed bench (1), wherein the A-pillar supporting tool (2) is connected to the test installation fixed bench (1), and the A-pillar (11) is connected to the test installation fixed bench (1) through the A-pillar supporting tool (2). A displacement sensor (4) is arranged behind the A-pillar (11), and the other end of the displacement sensor (4) is connected to the test installation fixed bench (1); the A-pillar supporting tool (2) comprises a first crossbeam assembly ( 5), the fifth crossbeam assembly (9) and the B-pillar replacement structure assembly (10), one end of the first crossbeam assembly (5), the fifth crossbeam assembly (9) and the B-pillar replacement structure assembly (10) is connected to the test installation fixed bench (1) by bolts, and the other ends of the first crossbeam assembly (5), the fifth crossbeam assembly (9) and the B-pillar replacement structure assembly (10) are connected to the A-pillar (11); the first crossbeam assembly (5) is composed of a front end piece 1 (5-1), a tube beam 1 ( 5-2), a rear end piece one (5-3), and an end plate one (5-4); one end of the front end piece one (5-1) is connected to the A-pillar (11) by welding, and the other end of the front end piece one (5-1) is connected to the tube beam one (5-2) by bolts; one end of the rear end piece one (5-3) is connected to the tube beam one (5-2) by bolts, and the other end is connected to the end plate one (5-4); the end plate one (5-4) is connected to the test installation fixed bench (1); The front end piece 1 (5-1) is composed of a connecting piece 11 (5-1-1), a connecting piece 12 (5-1-2), a connecting piece 13 (5-1-3), a connecting piece 14 (5-1-4) and a connecting piece 15 (5-1-5), one side of the connecting piece 12 (5-1-2) is welded to the connecting piece 11 (5-1-1) and the connecting piece 13 (5-1-3), and the other side is welded to the connecting piece 14 (5-1-4) and the connecting piece 15 (5-1-5); It also includes a second crossbeam assembly (6), one end of the second crossbeam assembly (6) is connected to the test installation fixing stand (1) by bolts, the other end of the second crossbeam assembly (6) is connected to the A-pillar (11), and the second crossbeam assembly (6) corresponds to the crossbeam on the front windshield; The B-pillar replacement structure assembly (10) comprises an upper end piece (10-1), a middle structure (10-2), a lower end piece (10-3) and a lower end plate (10-4); the upper end piece (10-1) is connected to the A-pillar (11) by welding, and the other end of the upper end piece (10-1) is connected to the middle structure (10-2) by bolts; and the two ends of the lower end piece (10-3) are respectively connected to the middle structure (10-2) and the lower end plate (10-4) by bolts; The middle structure (10-2) includes three tubular beam structures, namely, the middle structure tubular beam 1 (10-2-1), the middle structure tubular beam 2 (10-2-2) and the middle structure tubular beam 3 (10-2-3); the middle structure tubular beam 1 (10-2-1) is connected to the middle structure tubular beam 2 (10-2-2), and the two ends of the middle structure tubular beam 3 (10-2-3) are respectively abutted against the middle structure tubular beam 1 (10-2-1) and the middle structure tubular beam 2 (10-2-2). The middle structure tubular beam 1 (10-2-1) is formed by bending a tubular beam, and the bending angle α is 130-150°; the middle structure tubular beam 2 (10-2-2) is in a vertical direction, and the length of the middle structure tubular beam 2 (10-2-2) is H1; the distance H2 between the lower end of the middle structure tubular beam 3 (10-2-3) and the welding position of the middle structure tubular beam 2 (10-2-2) and the lower end plate (10-4) is (1 / 3) H1, and the angle β between the middle structure tubular beam 2 (10-2-2) and the middle structure tubular beam 2 (10-2-2) is 30-40°.

2. The vehicle A-pillar side impact test device according to claim 1, characterized in that: The vehicle further comprises a third crossbeam assembly (7), one end of the third crossbeam assembly (7) being connected to the test installation fixing frame (1) by means of bolts, the other end of the third crossbeam assembly (7) being connected to the A-pillar (11), the third crossbeam assembly (7) corresponding to the middle crossbeam of the roof, and the third crossbeam assembly (7) adopts a rectangular tubular beam structure.

3. The vehicle A-pillar side impact test device according to claim 1 or 2, characterized in that: It also includes a fourth crossbeam assembly (8), one end of the fourth crossbeam assembly (8) is connected to the test installation fixing stand (1) by bolts, the other end of the fourth crossbeam assembly (8) is connected to the A-pillar (11), the fourth crossbeam assembly (8) corresponds to the sunroof crossbeam, and the fourth crossbeam assembly (8) adopts a rectangular tubular beam structure.

4. The vehicle A-pillar side impact test device according to claim 3, characterized in that: The fifth crossbeam assembly (9) comprises a fifth crossbeam front end piece five (9-1), a tube beam five (9-2), a rear end piece five (9-3) and an end plate five (9-4); the fifth crossbeam front end piece five (9-1) is composed of a connecting piece five one (9-1-1), a connecting piece five two (9-1-2), a connecting piece five three (9-1-3), a connecting piece five four (9-1-4) and a connecting piece five five (9-1-5), is connected to the A-pillar (11) by welding, and is connected to the tube beam five (9-2) by bolts; the rear end piece five (9-3) is connected to the tube beam five (9-2) and the end plate five (9-4) by bolts; and the end plate five (9-4) is connected to the test installation fixing stand (1).

5. The vehicle A-pillar side impact test device according to claim 4, characterized in that: The second crossbeam assembly (6) comprises a second crossbeam front end piece (6-1), a second tube beam (6-2), a second rear end piece (6-3) and a second end plate (6-4); the second crossbeam front end piece (6-1) is connected to the A-pillar (11) by welding and is connected to the second tube beam (6-2) by bolts; the second rear end piece (6-3) is connected to the second tube beam (6-2) and the second end plate (6-4) by bolts; and the second end plate (6-4) is connected to the test installation fixing stand (1).

6. The vehicle A-pillar side impact test device according to claim 2, characterized in that: The third crossbeam assembly (7) comprises a third crossbeam front end piece (7-1), a tube beam three (7-2), a rear end piece three (7-3) and an end plate three (7-4); the third crossbeam front end piece (7-1) is connected to the A-pillar (11) by welding, and is connected to the tube beam three (7-2) by bolts; the rear end piece three (7-3) is connected to the tube beam three (7-2) and the end plate three (7-4) by bolts; the end plate three (7-4) is connected to the test installation fixed bench (1), and a plurality of collapse ribs are symmetrically arranged at the upper and lower ends of the front of the tube beam three (7-2).

7. The vehicle A-pillar side impact test device according to claim 1, characterized in that: The fourth crossbeam assembly (8) comprises a fourth crossbeam front end piece (8-1), a tube beam four (8-2), a rear end piece four (8-3) and an end plate three (8-4); the fourth crossbeam front end piece (8-1) is connected to the A-pillar (11) by welding, and is connected to the tube beam four (8-2) by bolts; the rear end piece four (8-3) is connected to the tube beam four (8-2) and the end plate three (8-4) by bolts; the end plate three (8-4) is connected to the test installation fixing stand (1), and a plurality of collapse ribs are symmetrically arranged at the upper and lower ends of the front of the tube beam four (8-2).

8. The vehicle A-pillar side impact test device according to any one of claims 1-2, characterized in that: The A-pillar includes a tubular beam A-pillar structure, an A-pillar structure with one flange, and an A-pillar welded structure with two flanges.

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