Auxiliary tool, test device and test method for automobile chassis collision

Abstract

The application relates to the technical field of vehicle testing, and discloses an auxiliary tool for automobile chassis collision, a test device and a test method. The auxiliary tool comprises a base plate, a chassis part mounting support fixed to the base plate, an installation position for installing a chassis part arranged on the chassis part mounting support, a support frame arranged on one side of the chassis part mounting support, and a tire support structure arranged on the side of the chassis part mounting support opposite to the support frame. The auxiliary tool can be designed according to the specific structure of an automobile chassis part. The test device and the test method provided by the application can effectively solve the problems of high cost and long cycle of existing vehicle collision, reduce the early test cost, shorten the development cycle, obtain the dynamic failure parameters of the chassis part, and design an accurate vehicle body structure.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle testing, in particular to an auxiliary tool for automobile chassis collision, a test device and a test method. BACKGROUND

[0002] Manufacturing and assembly of automobile chassis parts are important links in the overall manufacturing and assembly of automobiles. The automobile chassis parts are composed of a drive train, a suspension system, a steering system, a brake system and a running gear, etc. The automobile chassis parts have complex shapes and many components. The failure of the chassis parts has a non-negligible effect on the rating of the vehicle body structure.

[0003] Existing collision tests mostly use whole vehicle collision, which has a long development cycle, high test cost and many influencing factors on the chassis in whole vehicle tests, which is not conducive to the force transmission and failure research of the chassis parts. In whole vehicle simulation, the dynamic impact failure parameters of the chassis parts are lacking, and the prediction accuracy of the deformation and failure of the chassis parts is low, which may cause inaccurate design of the automobile chassis parts, and affect the driving performance of the automobile, such as the steering stability, steering performance and safety performance.

[0004] Therefore, it is of great significance to design an auxiliary tool, a test device and a test method for automobile chassis collision test, reduce the early test cost, shorten the development cycle, obtain the dynamic failure parameters of the chassis parts, and design an accurate vehicle body structure. SUMMARY

[0005] The present application aims to provide an auxiliary tool, a test device and a test method for automobile chassis collision, to solve the problems of high cost and long cycle of existing whole vehicle collision.

[0006] Further, the auxiliary tool, the test device and the test method for automobile chassis collision provided by the present application can accurately obtain the dynamic failure parameters of the chassis parts, which is helpful for subsequent development of the vehicle body structure.

[0007] In order to achieve the above-mentioned purpose, the present application provides an auxiliary tool for automobile chassis collision test, which comprises a base plate;

[0008] a chassis part mounting bracket fixed on the base plate, wherein the chassis part mounting bracket is provided with a mounting position for mounting a chassis part;

[0009] a support frame provided on one side of the chassis part mounting bracket; and

[0010] a tire support structure provided on the other side of the chassis part mounting bracket opposite to the support frame.

[0011] Preferably, the chassis component mounting bracket comprises a bottom plate arranged in parallel with the base plate, the bottom plate is provided with a first mounting plate and a second mounting plate arranged perpendicularly to the bottom plate, the first mounting plate and the second mounting plate are arranged perpendicularly, the first mounting plate is provided with a front suspension mounting position, the second mounting plate and the bottom plate are both provided with a subframe mounting position, and the second mounting plate is further provided with a half shaft mounting position.

[0012] The support frame is supported on the outer side of the second mounting plate.

[0013] Preferably, the chassis component mounting bracket further comprises a backing plate arranged in parallel with the first mounting plate, the backing plate is connected with the bottom plate and arranged on the inner side of the first mounting plate.

[0014] Preferably, the inner side of the second mounting plate is provided with a first support and a second support, the first support and the second support are both arranged perpendicularly to the second mounting plate, the length of the second support is greater than that of the first support, the first support is provided with a subframe mounting position, and the second support is provided with a half shaft mounting position.

[0015] Preferably, the bottom plate is provided with a first mounting portion fixedly connected with the first mounting plate, a second mounting portion fixedly connected with the second mounting plate and a third mounting portion fixedly connected with the tire support structure, the second mounting portion and the third mounting portion are parallel and arranged at both ends of the first mounting portion.

[0016] Preferably, the tire support surface of the tire support structure is a triangular surface, and the support frame is a triangular prism.

[0017] Preferably, the tire support surface of the tire support structure is a circular arc surface, and the support frame is a triangular prism.

[0018] The application further provides an automobile chassis collision test device, which comprises a traction trolley, a barrier, a measuring device for recording dynamic failure data of chassis components achieving a predetermined failure effect in the test, and the auxiliary tool described above, and the base plate is fixedly installed at the front end of the traction trolley.

[0019] Preferably, the measuring device comprises a camera system, an acceleration sensor and a fracture time detection device.

[0020] The application further provides an automobile chassis collision test method, which comprises the following steps:

[0021] A chassis component static failure test is performed to establish a chassis component static simulation model;

[0022] A trolley test model is established according to the chassis component static simulation model, and the collision speed of the trolley and the tire support structure are adjusted during the trolley simulation test process to achieve a chassis component failure state.

[0023] According to the determined collision speed and the tire support structure, the above-mentioned automobile chassis collision test device is constructed to perform the chassis component collision test.

[0024] The dynamic failure data of the chassis component reaching the predetermined failure effect in the chassis component collision test is obtained.

[0025] Preferably, the dynamic failure data is the trolley acceleration and the connection structure fracture time.

[0026] Preferably, the step of constructing the above-mentioned automobile chassis collision test device according to the determined collision speed and the tire support structure, and performing the chassis component collision test comprises:

[0027] According to the determined collision speed and the tire support structure, the above-mentioned automobile chassis collision test device is constructed;

[0028] The left half or the right half of the chassis component is cut off;

[0029] The left half or the right half of the chassis component is installed on the auxiliary tooling of the above-mentioned automobile chassis collision test device;

[0030] According to the determined collision speed, the chassis component collision test is performed;

[0031] Preferably, the left half and the right half are symmetrically arranged about the center line of the chassis.

[0032] Preferably, after obtaining the dynamic failure data of the chassis component reaching the predetermined failure effect in the chassis component collision test, the following steps are further included:

[0033] The dynamic failure data is revised, and the chassis component collision test model is used in the whole vehicle simulation design.

[0034] The application provides an automobile chassis collision auxiliary tooling, a test device and a test method.

[0035] The automobile chassis collision auxiliary tooling provided by the application comprises a base plate, a chassis component mounting bracket, a support frame and a tire support structure.

[0036] Further, the automobile chassis collision test device provided by the application can effectively reduce the early test cost and shorten the development cycle; the dynamic failure parameters of chassis parts when impacted are obtained before the whole vehicle collision test, the collision deformation and failure time of the chassis parts are clearly recorded, which helps to understand the force transmission path of the chassis, makes up for the deficiency of the whole vehicle collision test in the chassis failure research, and the precise vehicle body structure is designed. BRIEF DESCRIPTION OF DRAWINGS

[0037] Figure 1 The structure schematic view of an automobile chassis collision auxiliary tool provided by the embodiment of the application is shown in the figure.

[0038] Figure 2 The structure schematic view of a chassis part mounting bracket provided by the embodiment of the application is shown in the figure.

[0039] Figure 3 The structure schematic view of a horizontal tire support structure provided by the embodiment of the application is shown in the figure.

[0040] Figure 4 The structure schematic view of a circular arc tire support structure provided by the embodiment of the application is shown in the figure.

[0041] Figure 5 The structure schematic view of a triangular tire support structure provided by the embodiment of the application is shown in the figure.

[0042] Figure 6 The structure schematic view of a support frame provided by the embodiment of the application is shown in the figure.

[0043] Figure 7 The structure schematic view of a base plate provided by the embodiment of the application is shown in the figure.

[0044] Figure 8 The structure schematic view of an automobile chassis collision test device provided by the embodiment of the application is shown in the figure. Figure 1 .

[0045] Figure 9 The structure schematic view of an automobile chassis collision test device provided by the embodiment of the application is shown in the figure. Figure 2 .

[0046] Figure 10 The structure schematic view of the left half of the intercepted automobile chassis part provided by the embodiment of the application is shown in the figure.

[0047] Figure 11 The flow chart of the steps of the automobile chassis collision test method of the application is shown in the figure.

[0048] In the figure: 100, auxiliary tool;

[0049] 11, chassis component mounting bracket; 111, bottom plate; 111a, first subframe mounting position; 111b, first mounting portion; 111c, second mounting portion; 111d, third mounting portion;

[0050] 112, first mounting plate; 112a, front suspension mounting position;

[0051] 113, second mounting plate; 113a, second subframe mounting position; 114, first support; 114a, third subframe mounting position; 115, second support; 115a, half shaft mounting position; 116, gusset plate;

[0052] 12, support bracket; 121, third mounting plate; 122, fourth mounting plate; 123, third support;

[0053] 13, tire support structure; 131, horizontal tire support structure; 132, circular arc tire support structure; 133, triangular tire support structure;

[0054] 14, base plate;

[0055] 2, left half of chassis component; 21, front suspension; 22, tire assembly; 23, transverse stabilizer bar; 24, steering engine; 25, lower swing arm; 26, subframe; 27, half shaft;

[0056] 3, traction trolley; 4, barrier DETAILED DESCRIPTION

[0057] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0058] It should be understood that, in the description of the present application, the orientations or positional relationships indicated by the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. The terms "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features, that is, the features with "first" and "second" can explicitly or implicitly include one or more of the features. In addition, unless otherwise stated, the meaning of "multiple" is two or more.

[0059] It should be noted that in the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0060] Please refer to Figures 1-7 As shown in the drawings, the embodiment of the present application provides an auxiliary tool 100 for automobile chassis collision test, which comprises a base plate 14, a chassis part mounting bracket 11, a support frame 12 and a tire support structure 13; the base plate 14 is a flat plate structure spliced by steel pipes, used for mounting the chassis part mounting bracket 11 and the support frame; the chassis part mounting bracket 11 is fixed on the base plate 14, and the chassis part mounting bracket 11 is provided with a front suspension mounting position 112a, a subframe mounting position and a half shaft 27 mounting position 115a, so that the chassis part is fixedly connected with the auxiliary tool 100 through the mounting positions, and the chassis part mounting bracket 11 is connected with the support frame 12 on one side, and the chassis part mounting bracket 11 is fixedly connected with the tire support structure 13 on the side opposite to the support frame 12.

[0061] As Figure 1 , 2 As shown in the drawings, in some preferred embodiments, the chassis part mounting bracket 11 comprises a bottom plate 111 arranged in parallel with the base plate 14, and the bottom plate 111 is connected with the base plate 14 through bolts, so that the chassis part mounting bracket 11 is fixed on the base plate 14, and the bottom plate 111 is further provided with a first mounting plate 112 and a second mounting plate 113 perpendicular to the bottom plate 111, and the first mounting plate 112 and the second mounting plate 113 are arranged perpendicularly, wherein the inner side of the second mounting plate 113 is provided with a first support 114 and a second support 115, and the first support 114 and the second support 115 are respectively perpendicular to the second mounting plate 113, and the length of the first support 114 is greater than that of the second support 115, in order to realize the connection between the chassis part and the chassis part mounting bracket 11, preferably, the first mounting plate 112 is provided with a front suspension mounting position 112a, the bottom plate 111 is provided with a first subframe mounting position 111a, the second mounting plate 113 is provided with a second subframe mounting position 113a, the first support 114 is provided with a third subframe mounting position 114a, and the second support 115 is provided with a half shaft 27 mounting position 115a, so as to realize the stable connection between the chassis part and the chassis part mounting bracket 11.

[0062] Preferably, in order to adapt the chassis mounting bracket 11 to the height changes of the chassis front suspension of different vehicle models, the chassis mounting bracket 11 further comprises a pad plate 116 parallel to the first mounting plate 112, the pad plate 116 is connected with the bottom plate 111 and is arranged on the inner side of the first mounting plate 112, the pad plate 116 can be increased or decreased according to the height changes of the chassis front suspension of the vehicle, so as to adjust the height of the front suspension mounting position 112a on the first mounting plate 112, and to adapt to the height changes of the chassis front suspension of different vehicle models, thereby improving the applicability of the auxiliary tool 100.

[0063] In addition, it should be noted that the position where the bottom plate 111 is fixedly connected with the first mounting plate 112 is the first mounting portion 111b, the position where the bottom plate 111 is fixedly connected with the second mounting plate 113 is the second mounting portion 111c, and the position where the bottom plate 111 is fixedly connected with the tire support structure 13 is the third mounting portion 111d, the second mounting portion 111c and the third mounting portion 111d are parallel and are respectively arranged at two ends of the first mounting portion 111b.

[0064] Preferably, in other preferred embodiments, as shown in Figure 3 , 4 , 5, the tire support structure 13 can be a horizontal tire support structure 131, a circular arc tire support structure 132, or a triangular tire support structure 133, and the tire support surfaces of the horizontal tire support structure 131, the circular arc tire support structure 132, and the triangular tire support structure 133 are respectively a horizontal surface, a circular arc surface, and a triangular surface; Specifically, the tire support structure 13 is mainly used to simulate the contact state between the vehicle wheel and the vehicle body structure, so as to realize different motion states of the vehicle wheel, the horizontal tire support structure 131 has no bending moment effect on the vehicle wheel, the circular arc tire support structure 132 and the triangular tire support structure 133 have bending moment effect on the vehicle wheel, and the vehicle wheel can be deflected more quickly, wherein the circular arc tire support structure 132 can simulate a vehicle body with a relatively smooth lower A-pillar and rocker, and the triangular tire support structure 133 can simulate a vehicle body with a relatively sharp lower A-pillar and rocker. The tire support structure 13 can be selected or adjusted according to the A-pillar structure in the overall vehicle structure, so as to achieve different deflection forms of the vehicle wheel when the vehicle wheel contacts the vehicle body in the overall vehicle collision working condition.

[0065] Preferably, as shown in Figure 6 , in other preferred embodiments, the support frame 12 is a triangular prism, the support frame 12 is supported on the outer side of the second mounting plate 113, and is used to ensure the balance of the test device on the opposite side of the collision, the support frame 12 comprises a third mounting plate 121 fixedly connected with the outer side of the second mounting plate 113 and a fourth mounting plate 122 fixedly connected with the base plate 14, and further preferably, the top of the support frame 12 is provided with a third support 123 extending upward and parallel to the base plate 14, and the third support 123 is bolted with the base plate 14, so that the connection between the base plate 14 and the support frame 12 is more close, and the connection strength between the auxiliary tool 100 is improved.

[0066] Please refer to the following: Figures 8 to 10 This invention provides an automotive chassis collision test apparatus, which includes a traction trolley 3, a barrier 4, the aforementioned auxiliary tooling 100, and a measuring device for recording dynamic failure data of chassis components achieving a predetermined failure effect during the test. Preferably, the measuring device includes a camera system, an acceleration sensor, and a fracture moment detection device (not shown in the figure). By setting the measuring device, time history information such as trolley acceleration and fracture moment of the connecting structure during the collision process can be recorded. One side of the base plate 14 is fixedly installed at the front end of the traction trolley 3, and the other side of the base plate 14 is fixedly connected to a chassis component mounting bracket 11 and a support frame 12. The left half 2 of the automotive chassis component under study is bolted to the chassis component mounting bracket 11. The barrier 4 is located directly in front of the left side of the traction trolley 3, so that the left half 2 of the automotive chassis component under study directly impacts the barrier 4.

[0067] like Figure 11 As shown, this embodiment of the invention provides a method for testing a car chassis collision, including the following steps:

[0068] Static simulation models of chassis components are established based on static failure tests of chassis components.

[0069] Specifically, static failure verification is performed on chassis components, including the front suspension (21), tire assembly (22), stabilizer bar (23), steering gear (24), lower control arm (25), subframe (26), and half-shaft (27). Static failure tests on these components include tests for ball joint pull-out, tire failure, and steering knuckle failure. It should be noted that static failure tests apply tensile or compressive loads to critical connection points of the components. The tests yield force-displacement curves. Under continuous loading, the curve rises slowly. When the force reaches a certain peak, component failure occurs, and the curve drops sharply. The peak force before the curve drops is the failure force. In the developed simulation model, the failure force in the force-displacement simulation curve should have a consistency of over 90% with the failure force in the experimental curve.

[0070] A trolley test model is established based on the static simulation model of the chassis components. During the trolley simulation test, the collision speed and tire support structure of the trolley are adjusted to achieve the failure state of the chassis components.

[0071] Specifically: the acquired static simulation model is used for the trolley test model, and the collision speed and tire support structure of the trolley are continuously adjusted. Optionally, the initial collision speed is set to 20 km / h, and the speed is gradually increased at intervals of 5 km / h to achieve the failure of the chassis component in the dynamic simulation impact test. It should be noted that in the small impact test, chassis component failure phenomena such as tire deflection, lower arm mounting point failure, spoke or hub failure, etc. may occur. By adjusting the collision speed and tire support structure of the trolley, the chassis component fails without damaging the trolley. The above determines the collision speed and tire support structure of the trolley according to the simulation test, and provides data support for subsequent trolley tests simulating chassis component failure under small impact conditions.

[0072] According to the determined collision speed and tire support structure, the above-mentioned automobile chassis collision test device is used to perform a chassis component collision test;

[0073] Specifically: after determining the collision speed and tire support structure according to the above simulation test, the above-mentioned automobile chassis collision test device is used to perform a chassis component collision test. Before the collision test officially starts, one side of the base plate 14 is fixedly installed at the front end of the towing trolley 3, and the other side of the base plate 14 is fixedly connected to the chassis component mounting bracket 11 and the support frame 12. The chassis component mounting bracket 11 is bolted to the base plate 14 through its bottom plate 111. The support frame 12 is bolted to the chassis component mounting bracket 11 through its third mounting plate 121 and to the base plate 14 through its fourth mounting plate 122.

[0074] The left half or right half of the chassis component is cut off, wherein the left half or right half of the chassis component is symmetrically arranged about the center line of the chassis, as shown in Figure 9 Only the left half 2 of the automobile chassis component is retained, including the left tire assembly 22, half shaft 27, transverse stabilizer 23, front suspension 21, steering machine 24, and auxiliary frame 26. The half shaft 27, steering machine 24, auxiliary frame 26, etc. need to be cut. Each part is installed according to the connection mode of the actual vehicle. The cut chassis component is bolted to the chassis component mounting bracket 11 through the front suspension mounting position 112a, auxiliary frame mounting position, and half shaft 27 mounting position 115a of the chassis component mounting bracket 11. Thus, the left half 2 of the automobile chassis component to be studied is bolted to the auxiliary tooling 100, and the tire support structure 13 determined in the simulation test is fixedly installed on the third mounting portion 111d of the bottom plate 111.

[0075] Obtain dynamic failure data of the chassis component achieving a predetermined failure effect in the chassis component collision test;

[0076] Specifically, the automobile chassis collision test device comprises a camera system for recording the test process and a measuring device for measuring dynamic failure data of the chassis part when the chassis part reaches a predetermined failure state in the test, so that the dynamic failure data of the chassis part reaching the predetermined failure effect in the chassis part collision test can be obtained. Preferably, the measuring device comprises an acceleration sensor and a fracture time detection device.

[0077] The fracture time detection device is attached to the part of the automobile chassis part that may fail. According to the failure of the chassis part in the previous automobile collision test, the part that may fail includes the connection position of the lower swing arm and the steering knuckle, the connection position of the steering knuckle and the steering rod, the mounting point position of the lower swing arm and the subframe, etc. Preferably, the fracture time detection device is a fracture switch. At the same time, a high-speed camera system is installed at the bottom, top and left front 45° direction of the collision side of the traction trolley 3, so as to collect image data at the time of collision, clearly record the collision deformation mode of the chassis part, and help understand the force transmission path of the chassis part. An acceleration sensor is installed on the traction trolley 3 and / or the automobile chassis part to record the trolley acceleration during the collision process. The above completes the installation preparation before the collision test.

[0078] During the collision test, the existing high-speed collision traction system is used to drive the front end of the chassis part to hit the barrier 4 at the collision speed determined in the dynamic simulation impact test. During the entire collision impact, the video, fracture time, trolley acceleration and other information of the failure process of the automobile chassis part are collected and recorded.

[0079] The dynamic failure data is revised, and the chassis part collision test model is used in the whole vehicle simulation design.

[0080] Specifically, after obtaining the dynamic failure data of the chassis part reaching the predetermined failure effect in the chassis part collision test, the dynamic failure data is revised, and the chassis part collision test model is used in the whole vehicle simulation design. Using this test method, the automobile chassis trolley test can be carried out at the early stage of whole vehicle development, and the chassis failure that may occur in the small collision whole vehicle test can be obtained, which can guide the more detailed vehicle structure design.

[0081] In summary, the embodiment of the present application provides an auxiliary tool 100 for vehicle chassis collision, a test device and a test method. The auxiliary tool 100 is mainly composed of a base plate 14, a chassis part mounting bracket 11, a support frame 12 and a tire support structure 13. According to the specific structure of the vehicle chassis, a front suspension mounting position 112a, a subframe mounting position and a half shaft 27 mounting position 115a are provided on the chassis part mounting bracket 11, so as to bolt connect the left half part 2 of the vehicle chassis part to be studied. Further, the tire support surface of the tire support structure 13 can be a horizontal tire support structure 131, a circular arc tire support structure 132 or a triangular tire support structure 133, which is selected or adjusted according to the A-pillar structure in the whole vehicle structure, so as to simulate the contact state between the wheel and the vehicle body structure, so as to achieve different deflection forms when the wheel and the vehicle body are in contact in the whole vehicle collision working condition. The auxiliary tool 100 is welded by tubular profiles, which can be adapted to different vehicle chassis structures by stacking or reducing the tubular profiles, and has the advantages of low cost, short cycle, wide applicability and the like.

[0082] Further, the test device includes a towing trolley 3, a barrier 4, a measuring device for recording dynamic failure data of the chassis part reaching a predetermined failure effect in the test, and the auxiliary tool 100 described above, which can replace the whole vehicle test, realizes the failure research of the vehicle chassis part in the collision process through the existing high-speed collision towing system, has the advantages of wide adaptability to vehicle models, no special test site requirement, and can effectively reduce the collision test cost.

[0083] Meanwhile, in the collision test, the video of the failure process of the vehicle chassis part, the fracture moment, the trolley acceleration and other information are collected and recorded, so as to accurately obtain the dynamic failure data such as the trolley acceleration and the fracture moment of the connecting structure. After the dynamic failure data of the chassis part reaching the predetermined failure effect in the chassis part collision test is obtained, the dynamic failure data is revised, and the chassis part collision test model is used in the whole vehicle simulation design. Specifically, the dynamic failure data of the chassis part is used in the correction of the trolley test model, and after the simulation accuracy of the trolley is more than 90%, the corrected chassis modeling method is used in the whole vehicle simulation. The possible failure of the chassis can be obtained before the small collision whole vehicle test, a large amount of test cost and time cost is saved compared with the whole vehicle collision test, the collision test of the chassis part helps to understand the force transmission path of the chassis part, makes up for the deficiency of the whole vehicle test in the failure research of the chassis part, and thus more accurate vehicle body structure design is realized.

[0084] The above only describes the preferred embodiments of the present application, and it should be noted that those skilled in the art can make several improvements and replacements without departing from the technical principles of the present application, and these improvements and replacements should also be considered as the protection scope of the present application.

Claims

1. An auxiliary tooling for automobile chassis crash testing, characterized in that, include: A substrate, the substrate being adapted for mounting on a traction trolley; A chassis component mounting bracket is fixed on the base plate. The chassis component mounting bracket has mounting positions for mounting chassis components. The chassis component mounting bracket includes a base plate arranged parallel to the base plate. The base plate has a first mounting plate and a second mounting plate perpendicular to the base plate. The first mounting plate and the second mounting plate are arranged perpendicularly. The first mounting plate has a front suspension mounting position. The second mounting plate and the base plate both have subframe mounting positions. The second mounting plate also has a half-shaft mounting position. A support frame, disposed on one side of the chassis component mounting bracket, the support frame being supported on the outer side of the second mounting plate; and A tire support structure is provided on the chassis component mounting bracket on the side opposite to the support frame. The tire support surface of the tire support structure is a horizontal plane, a circular arc surface, or a triangle. The tire support structure is used to simulate the contact state between the wheel and the body structure under the condition of a whole vehicle collision.

2. The auxiliary tooling according to claim 1, characterized in that: The chassis mounting bracket also includes a pad parallel to the first mounting plate, the pad being connected to the base plate and located on the inner side of the first mounting plate.

3. The auxiliary tooling according to claim 1, characterized in that: The inner side of the second mounting plate is provided with a first support and a second support. The first support and the second support are respectively perpendicular to the second mounting plate. The length of the first support is greater than the length of the second support. The first support is provided with a subframe mounting position, and the second support is provided with a half-shaft mounting position.

4. The auxiliary tooling according to claim 1, characterized in that: The base plate is provided with a first mounting part fixedly connected to the first mounting plate, a second mounting part fixedly connected to the second mounting plate, and a third mounting part fixedly connected to the tire support structure. The second mounting part and the third mounting part are parallel and are respectively located at both ends of the first mounting part.

5. The auxiliary tooling according to claim 1, characterized in that: The support frame is a triangular prism.

6. A vehicle chassis collision testing device, characterized in that: The device includes a traction trolley, auxiliary tooling as described in any one of claims 1-5, a camera system for recording the test process, and a measuring device for measuring dynamic failure data when the chassis component reaches a predetermined failure state during the test, wherein the base plate is fixedly mounted on the front end of the traction trolley.

7. The automobile chassis collision test apparatus according to claim 6, characterized in that: The measuring device includes an acceleration sensor and a fracture moment detection device.

8. A method for testing a car chassis collision, characterized in that: Includes the following steps: Static simulation models of chassis components are established based on static failure tests of chassis components. A trolley test model is established based on the static simulation model of the chassis components. During the trolley simulation test, the collision speed and tire support structure of the trolley in the trolley test model are adjusted to achieve the failure state of the chassis components. Based on the determined collision speed and tire support structure, construct the automobile chassis collision test device as described in claim 6, and conduct chassis component collision tests. Acquire dynamic failure data of chassis components when they reach a predetermined failure state during chassis component collision tests.

9. The automobile chassis collision test method according to claim 8, characterized in that: The dynamic failure data includes the trolley acceleration and the moment of fracture of the connecting structure.

10. The automobile chassis collision test method according to claim 8, characterized in that: The step of constructing the vehicle chassis collision test apparatus as described in claim 6 based on the determined collision speed and tire support structure, and conducting chassis component collision tests, includes: Based on the determined collision speed and tire support structure, construct the automobile chassis collision test device as described in claim 6; Cut off the left or right half of the chassis component; The left or right half of the chassis component is mounted on the auxiliary tooling of the vehicle chassis collision test device; Based on the determined collision speed, conduct a collision test on the chassis components; The left and right halves are symmetrically arranged about the center line of the chassis.

11. The automobile chassis collision test method according to claim 8, characterized in that, After obtaining dynamic failure data of chassis components reaching a predetermined failure state during chassis component crash tests, the following steps are also included: Revise the dynamic failure data and apply the chassis component collision test model to the whole vehicle simulation design.

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