A sandwich panel crash test device

Abstract

The present application relates to a kind of sandwich panel buffer capacity collision test device, including simulating automobile fixture, simulating automobile includes metal framework and is fixed in the sandwich panel of metal framework front end, and collision test device further includes power device, power device includes rear side track wheel, front side track wheel and the circulation track belt on rear side track wheel, front side track wheel, circulation track belt is guided to move with radial direction on rear side track wheel and is equipped with the gear lever, rear side track wheel and gear lever between being provided with tension spring, circulation track belt is provided with gear lever through hole corresponding with gear lever on, circulation track belt surface is provided with the friction layer for being cooperated with the friction of metal framework bottom, gear lever has the working station of moving in the direction away from rear side track axis direction under centrifugal force to push simulating automobile by frame support to track piece from.The present application solves the technical problem of higher test cost caused by using real car for collision test in prior art.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of sandwich panel buffering capacity test equipment, more particularly to a kind of sandwich panel buffering capacity collision test device. BACKGROUND

[0002] Sandwich panel is composed of two panels and the sandwich structure filled between two panels, the common sandwich structure has foam, corrugated cell, honeycomb cell, polyhedral cell etc., sandwich panel has high specific stiffness, light weight, strong resistance etc., therefore has the demand of being applied to high-speed train, ship and car etc. with the requirement of anti-collision traffic tool.

[0003] Taking polyhedral cell as an example, the specific structure of polyhedral cell affects the buffering anti-collision ability of sandwich panel, in order to obtain the optimal polyhedral cell characteristics, it needs to carry out multiple collision tests to find the optimal polyhedral cell.

[0004] The most traditional collision test is to fix the sandwich panel on the front end of a test car, the test car accelerates to a certain speed, then collides with a certain fixed object, and the buffering capacity of the sandwich panel is roughly estimated according to the damage degree of the car head of the test car after collision. The traditional test method has the following problems: 1, the test car is a real vehicle, which includes engine, suspension system, electronic control system, running wheel and transmission system, etc., the cost is very high, and each collision test will destroy a vehicle, in order to obtain the best sandwich panel structure scheme, it needs to carry out multiple tests, which will undoubtedly lead to high test cost; 2, the damage of the car head before and after collision can only be roughly judged by visual observation, and the buffering capacity of the sandwich panel is roughly estimated, the test result is not accurate enough, when the buffering capacity of the sandwich panel of two tests is similar, it is impossible to distinguish the buffering capacity of the two sandwich panels. SUMMARY

[0005] The purpose of the present application is to provide a kind of sandwich panel buffering capacity collision test device, to solve the technical problem of high test cost caused by using real car for collision test in prior art.

[0006] To solve the above technical problems, the technical scheme of a kind of sandwich panel buffering capacity collision test device in the present application is as follows:

[0007] A collision testing device for sandwich panel buffering capacity includes a simulated car and a fixed structure for simulating a car collision. The simulated car includes a metal frame and a sandwich panel fixed to the front end of the metal frame. The collision testing device also includes a power unit disposed under the simulated car. The power unit includes a rear track wheel, a front track wheel, and a circulating track wrapped around the rear track wheel and the front track wheel. A frame support is provided on the upper side of the rear track wheel, spaced apart on the left and right sides, for supporting the left and right ends of the bottom of the metal frame. A deflector is mounted on the rear track wheel in a radially guided manner. A tension spring is provided between the rear track wheel and the deflector for applying a pulling force to the deflector in the direction of the rear track wheel axis. The circulating track is provided with a deflector through hole corresponding to the deflector. A friction layer is provided on the surface of the circulating track for frictional engagement with the bottom of the metal frame. The deflector has a working position that moves away from the rear track axis under the action of centrifugal force to push the simulated car from the frame support onto the track plate.

[0008] Furthermore, the front track wheel is a motor-driven drive wheel.

[0009] Furthermore, a parabolic support platform is provided on the front side of the circulating track, and a fixed object is set on the front side of the parabolic support platform. The circulating track is used to throw the simulated car onto the parabolic support platform so that the simulated car collides with the fixed object.

[0010] Furthermore, the metal frame is equipped with a first force measuring unit and a second force measuring unit. The first force measuring unit includes a first slide rail located at the rear of the vehicle, extending in the front-rear direction. A first slider is mounted on the first slide rail for guidance and movement. A first transmission column with a rotation axis extending in the up-down direction is rotatably mounted on the first slider. A first force transmission rod with an axis extending radially along the first transmission column is fixed on the first transmission column. The front end of the first force transmission rod abuts against the rear end of the front panel of the sandwich plate. A first force measuring spring with an axis extending circumferentially along the first transmission column is provided between the first slider and the first transmission column. A first active rack arranged in the front-rear direction is fixed on the first slider. The metal frame is also rotatably equipped with a first active gear that meshes with the first active rack and a first driven gear that meshes with the first active gear. The diameter of the first active gear is smaller than the diameter of the first driven gear. The metal frame is also equipped with a first driven rack that meshes with the first driven gear for guidance and movement. The end of the first driven rack is connected to a first buffer spring and a first force measuring sensor.

[0011] Further, the second force measuring unit comprises a second sliding rail arranged on the tail of the vehicle and extending along the front-back direction, a second sliding block movably arranged on the second sliding rail, a second transmission column with a rotation axis extending along the up-down direction rotatably arranged on the second sliding block, a second transmission rod with an axis extending along the radial direction of the second transmission column fixedly arranged on the second transmission column, a front end of the second transmission rod abutting against the rear end of the rear panel of the sandwich panel, a second force measuring spring with an axis extending along the circumferential direction of the second transmission column arranged between the second sliding block and the second transmission column, a second driving gear fixedly arranged on the second sliding block and extending along the front-back direction, a second driving gear rotatably arranged on the metal framework and in engagement with the second driving gear, a second driven gear rotatably arranged on the metal framework and in engagement with the second driving gear, the diameter of the second driving gear being smaller than that of the second driven gear, a second driven gear rack movably arranged on the metal framework and in engagement with the second driven gear, and a second buffer spring and a second force measuring sensor connected to the end of the second driven gear rack.

[0012] Further, the second force measuring unit is arranged on the lower side of the first force measuring unit.

[0013] Further, the first sliding rail is arranged on the right side of the metal framework, and the first driving gear and the first driven gear are arranged on the left side of the first sliding rail; the second sliding rail is arranged on the left side of the metal framework, and the second driving gear and the second driven gear are arranged on the right side of the second sliding rail.

[0014] Further, the first driven gear rack moves along the left-right direction, and the first buffer spring and the first force measuring sensor are arranged on the left side of the first driven gear rack; the second driven gear rack moves along the left-right direction, and the second buffer spring and the second force measuring sensor are arranged on the right side of the second driven gear rack.

[0015] Further, the first driven gear rack is arranged on the front side of the first driving gear and the first driven gear; and the second driven gear rack is arranged on the front side of the second driving gear and the second driven gear.

[0016] The beneficial effects of the present application are: the collision test device in the present application is installed in use, the bottom of the simulation automobile is placed on the frame support, the circulating track starts to accelerate, before reaching the set speed, the car lever does not receive enough centrifugal force, and cannot overcome the action of the tension spring to move away from the rear track wheel axis, when the circulating track reaches the set speed, the car lever overcomes the action of the tension spring to move away from the rear track wheel axis, the car lever moves to the working position, the car lever pushes the rear side of the simulation automobile, and pushes the simulation automobile from the frame support to the circulating track, the car lever can pass between the left and right spaced frame supports, the circulating track moves forward with the simulation automobile to collide with the fixed object to perform the collision test. In the present application, the forward movement of the simulation automobile is realized by the circulating track, the simulation automobile does not have an engine, a walking mechanism, a speed reduction mechanism, a steering system and an electronic control system, etc., the simulation automobile is only a metal skeleton, the weight of the metal skeleton can be the same as or smaller than the weight of the real automobile, and the cost of the simulation automobile is much smaller than that of the real automobile, so that the test cost of the collision test device can be reduced. BRIEF DESCRIPTION OF DRAWINGS

[0017] The above and other objects, features and advantages of the disclosed example embodiments will become more apparent from the following detailed description, read in conjunction with the accompanying drawings. In the drawings, several embodiments of the disclosure are illustrated by way of example and not limitation in which like reference numerals represent similar, or corresponding parts throughout the several views, wherein:

[0018] Figure 1 is a structural schematic diagram of an embodiment of the collision test device in the present application;

[0019] Figure 2 is Figure 1 is a state schematic diagram of the car lever in the working position in the present application;

[0020] Figure 3 is Figure 1 is a right view of the present application;

[0021] Figure 4 is Figure 1 is a structural schematic diagram of the simulation automobile in the present application;

[0022] Figure 5 is Figure 1 is a top view of the circulating track in the present application;

[0023] Figure 6 is a structural schematic diagram of the first force measuring unit when no collision occurs in the present embodiment;

[0024] Figure 7 is a structural schematic diagram of the first force measuring unit after collision occurs in the present embodiment;

[0025] Figure 8 is a structural schematic diagram of the second force measuring unit when no collision occurs in the embodiment;

[0026] Figure 9 is Figure 6 is a schematic diagram of the cooperation of the first force measuring spring, the first transmission column and the first sliding block in the embodiment;

[0027] BRIEF DESCRIPTION OF DRAWINGS 1, simulated car; 2, metal skeleton; 3, frame support; 4, car lever; 5, rear side track wheel; 6, sandwich plate; 7, circulating track; 8, front side track wheel; 9, parabolic support table; 10, fixed object; 11, first force measuring unit; 12, second force measuring unit; 13, car lever passing hole; 14, first force transmission rod; 15, second force transmission rod; 16, polyhedral cell; 17, front side panel of sandwich plate; 18, rear side panel of sandwich plate; 19, first sliding rail; 20, first sliding block; 21, first transmission column; 22, fixed stop sheet; 23, first force measuring spring; 24, transmission column stop sheet; 25, first driving rack; 26, first driven rack; 27, first driving gear; 28, first driven gear; 29, first buffer spring; 30, first force measuring sensor; 31, second force measuring sensor; 32, second buffer spring; 33, second driven rack; 34, second driven gear; 35, second driving gear; 36, second driving rack; 37, second sliding block; 38, second transmission column; 39, second sliding rail; 40, tension spring. DETAILED DESCRIPTION

[0028] In order to facilitate the understanding of the present application, the present application will be described in more detail below in conjunction with the drawings and specific embodiments. The preferred embodiments of the present application are shown in the drawings. However, the present application can be implemented in many different forms and is not limited to the embodiments described in the specification. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present application more thorough and comprehensive.

[0029] It should be noted that unless otherwise defined, all technical and scientific terms used in the specification are the same as those commonly understood by those skilled in the art to which the present application belongs. The terms used in the specification of the present application are only for the purpose of describing the specific embodiments and are not intended to limit the present application.

[0030] An embodiment of a collision test device for the buffer capacity of a sandwich plate in the present application is Figures 1-9As shown: including the simulation of the car 1, power device and fixed for the simulation of the car collision 10, simulation of the car by metal skeleton 2, sandwich panel 6, first force unit 11 and second force unit 12 is constituted, metal skeleton is a metal frame, its mass is corresponding to the real car type one tenth. Sandwich panel 6 is fixed to the front end of metal skeleton 2, and the sandwich panel belongs to the prior art, which comprises a front side panel, a rear side panel and a plurality of polyhedral cells arranged between the front side panel and the rear side panel. The present application aims to study the buffering capacity of different forms of polyhedral cells in collision, therefore the weight of the metal skeleton is not important, as long as the test conditions are consistent in multiple collision tests, that is, the weight and speed of the metal skeleton are consistent in each test. In the figure, item 17 represents the front side panel of the sandwich panel; item 18 represents the rear side panel of the sandwich panel; item 16 represents the polyhedral cell between the front side panel and the rear side panel.

[0031] The power device is arranged on the lower side of the simulation car, and the power device comprises a rear side track wheel 5, a front side track wheel 8 and a circulating track 7 wound around the rear side track wheel and the front side track wheel, wherein the front side track wheel 8 is a driving wheel driven by a motor. The upper side of the rear side track wheel is provided with a pair of left and right spaced-apart frame supports 3 for supporting the left and right ends of the bottom of the metal skeleton, and the frame supports 3 are fixed to the corresponding fixed frames. The frame supports have two pairs, which are arranged in front and back, and are respectively supported on the front end and rear end of the bottom of the metal skeleton.

[0032] A guide groove extending radially along the rear side track wheel is formed in the rear side track wheel, and a car pushing rod 4 is movably arranged in the guide groove. In this embodiment, the car pushing rod 4 has two, which are arranged left and right. A tension spring 40 for applying a rearward force to the car pushing rod is arranged between the groove bottom of the guide groove and the corresponding car pushing rod. The initial tension of the tension spring 40 can be adjusted. A car pushing rod passing hole 13 corresponding to the car pushing rod is arranged on the circulating track, which can reduce the weight of the circulating track and reduce energy consumption, and can also allow the car pushing rod to pass radially. The car pushing rod has a working position for pushing the simulation car from the frame support to the track piece under the action of centrifugal force.

[0033] A friction layer for frictionally engaging with the bottom of the metal skeleton is arranged on the surface of the circulating track. The friction layer is made of rubber material, which can ensure sufficient friction between the simulation car and the circulating track when the simulation car is pushed onto the surface of the circulating track, and the circulating track moves forward with the simulation car.

[0034] The front side of the circulating track is provided with a parabolic support platform 9, and a fixed object 10 is arranged on the front side of the parabolic support platform 9. The circulating track is used to throw the simulation automobile onto the parabolic support platform so that the simulation automobile collides with the fixed object. In use, the circulating track moves forward with the simulation automobile. When the simulation automobile moves to the front end of the circulating track, the simulation automobile is thrown onto the parabolic support platform 9 due to inertia. The front end of the simulation automobile collides with the fixed object. The circulating track does not participate in the collision process, and the service life of the circulating track can be guaranteed.

[0035] The first force measuring unit 11 and the second force measuring unit 12 are arranged on the metal framework. The second force measuring unit is arranged on the lower side of the first force measuring unit. The first force measuring unit is as shown in FIGS. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, and 30. Figure 6 、 7 and 9, Figure 6 is a structural schematic view of the first force measuring unit in the top view. The first force measuring unit includes a first sliding rail 19 arranged on the simulation automobile and extending along the front-rear direction. A first sliding block 20 is movably arranged on the first sliding rail. In this embodiment, the first sliding rail is a dovetail type sliding rail. The metal framework is provided with a first displacement sensor for detecting the sliding displacement of the first sliding block.

[0036] A first transmission column 21 having a rotation axis extending along the up-down direction is rotatably arranged on the first sliding block. A first transmission rod 14 having an axis extending along the radial direction of the first transmission column is fixed on the first transmission column 21. The first transmission rod is made of titanium steel which is not easy to deform under stress.

[0037] The front end of the first transmission rod 14 abuts against the rear end of the front panel of the sandwich plate. A first force measuring spring 23 having an axis extending along the circumferential direction of the first transmission column is arranged between the first sliding block 20 and the first transmission column. The first force measuring spring is a spiral compression spring. In this embodiment, there are two first force measuring springs which are symmetrically arranged left and right as shown in FIGS. 13 and 14. A transmission column stop piece 24 is fixed on the first transmission column. A fixed stop piece 22 is fixed on the first sliding block 20 and is circumferentially spaced apart from the transmission column stop piece. The first force measuring spring 23 is arranged between the transmission column stop piece and the fixed stop piece. A first angle sensor is arranged on the first sliding block for detecting the rotation angle of the first transmission column after the first transmission rod is impacted. Figure 9

[0038] A first driving rack 25 arranged along the front-rear direction is fixed on the first sliding block. A first driving gear 27 in meshing transmission with the first driving rack and a first driven gear 28 in meshing transmission with the first driving gear are rotatably arranged on the metal framework. The diameter of the first driving gear 27 is smaller than the diameter of the first driven gear 28. A first driven rack 26 in meshing transmission with the first driven gear is movably arranged on the metal framework along the left-right direction. The end portion of the first driven rack is connected with a first buffer spring 29 and a first force sensor 30. ​

[0039] The second force measuring unit is similar in structure to the first force measuring unit. The second force measuring unit comprises a second slide rail 39 arranged at the tail of the vehicle and extending in the front-rear direction, a second slide block 37 movably arranged on the second slide rail, a second transmission column 38 rotatably arranged on the second slide block and extending in the up-down direction, a second force transmission rod 15 fixedly arranged on the second transmission column and extending in the radial direction of the second transmission column, the front end of the second force transmission rod abutting against the rear end of the rear panel of the sandwich panel, a second force measuring spring arranged between the second slide block and the second transmission column and extending in the circumferential direction of the second transmission column, a second driving rack 36 fixedly arranged on the second slide block and extending in the front-rear direction, a second driving gear 35 rotatably arranged on the metal framework and in meshing transmission with the second driving rack, a second driven gear 34 in meshing transmission with the second driving gear, the diameter of the second driving gear being smaller than that of the second driven gear, a second driven rack 33 movably arranged on the metal framework and in meshing transmission with the second driven gear, the end of the second driven rack being connected with a second buffer spring 32 and a second force measuring sensor 31. The metal framework is provided with a second displacement sensor for detecting the sliding displacement of the second slide block. The second slide block is provided with a second angle sensor for detecting the rotation angle of the second transmission column after the second force transmission rod is impacted.

[0040] When the front panel of the sandwich panel is impacted by a fixed object, the impact force is transmitted backward through the first force transmission rod. Due to the uncertainty of the damage caused by the impact, the impact force can cause the first force transmission rod to move backward with the first slide block, and can also cause the first force transmission rod to rotate around the axis of the first transmission column with the first transmission column, that is, the impact force is decomposed into two motion modes of the first force transmission rod, one of which is the rotation around the first transmission column, and the work of this rotation can be represented and calculated according to the compression amount of the first force measuring spring, denoted as w1; the other motion mode is the backward movement of the first slide block, which moves the first rack backward, and then realizes force reduction through the first driving gear and the first driven gear, and finally is measured by the first force measuring sensor. Assuming that the radius of the first driven gear is n times that of the first driving gear, and the reading of the first force measuring sensor is f, then the backward force acting on the first slide block is nf, and according to the backward displacement of the first slide block, the collision process can be calculated, and the work of the backward movement of the first slide block can be represented as w2.

[0041] Similarly, after the rear side panel of the sandwich panel hits the fixed object, the second force transmission rod will also produce corresponding rotation and rear movement, represented by w3 and w4 respectively, and w1+w2-(w3+w4) represents the buffering capacity of the sandwich panel. Since in each impact test, the polyhedral cell morphology of the sandwich panel changes, other test conditions are the same, such as the weight of the simulated car, the impact speed, the first force measuring spring, the first driving gear, the first driven gear, the second force measuring spring, the second driving gear and the second driven gear, etc. When the test accuracy requirement is not very high, the work done can also be used to represent the buffering capacity of the sandwich panel, such as directly comparing the buffering capacity of the sandwich panel through the compression amount of the first force measuring spring and the second force measuring spring, and the readings of the first force sensor and the second force sensor.

[0042] The first driving gear and the first driven gear are used to realize the reduction of the force value transmission because the impact force is relatively large during the collision. If a large value force sensor is used, on the one hand, the cost is high, and on the other hand, the accuracy of the large value force sensor is limited. The first buffer spring is arranged to avoid the first driven rack from hitting the first force sensor.

[0043] In order to further optimize the layout and ensure the balance of the vehicle's center of gravity, the first sliding rail is located on the right side of the metal framework, the first driving gear and the first driven gear are located on the left side of the first sliding rail; the second sliding rail is located on the left side of the metal framework, the second driving gear and the second driven gear are located on the right side of the second sliding rail. The first driven rack moves along the left-right direction, the first buffer spring and the first force sensor are located on the left side of the first driven rack; the second driven rack moves along the left-right direction, the second buffer spring and the second force sensor are located on the right side of the second driven rack. The first driven rack is located in front of the first driving gear and the first driven gear; the second driven rack is located in front of the second driving gear and the second driven gear. The positions of the first driven rack and the second driven rack ensure that the first driven rack does not interfere with the rear movement of the first driving rack, and the second driven rack does not interfere with the displacement of the second driving rack. At the same time, the lengths of the first driven rack and the second driven rack are arranged along the left-right direction, which avoids the problem that the first driven rack and the second driven rack increase the length of the simulated car body. In the force measuring unit, except for the force transmission rod, other components are arranged in the tail of the car, which does not deform during the collision. Therefore, it is relatively rearward. If the first driven rack and the second driven rack are arranged in the front-rear direction, the length of the tail of the car will be increased.

[0044] The main body of the simulated car in the present application is a metal framework structure without a steering system, an engine, a walking mechanism, an electronic control system, a speed change mechanism, etc. It not only has low cost, but also provides convenience for the arrangement of the first force measuring unit and the second force measuring unit.

[0045] In the foregoing description of this specification, unless otherwise expressly specified and limited, the terms "fixed," "installed," "connected," or "linked" should be interpreted broadly. For example, the term "linked" can refer to a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; or it can refer to the internal communication of two components or the interaction between two components. Therefore, unless otherwise expressly limited in this specification, those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0046] Based on the above description in this specification, those skilled in the art will also understand that terms used, such as "upper," "lower," "front," "rear," "left," "right," "length," "width," "thickness," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," "circumferential," "center," "longitudinal," "transverse," "clockwise," or "counterclockwise," are terms indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings of this specification. They are only for the purpose of facilitating the explanation of the present invention and simplifying the description, and do not imply that the devices or elements involved must have the specific orientation, or be constructed and operated in a specific orientation. Therefore, the above-mentioned orientation or positional relationship terms should not be understood or interpreted as limitations on the present invention.

[0047] Furthermore, the terms "first" or "second," etc., used in this specification to refer to numbers or ordinal numbers are for descriptive purposes only and should not be construed as indicating, explicitly or implicitly, relative importance or specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this specification, "a plurality of" means at least two, such as two, three, or more, unless otherwise explicitly specified.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A collision testing device for the buffering capacity of a sandwich panel, characterized in that: The device includes a simulated car and a fixed structure for simulating a car collision. The simulated car includes a metal frame and a sandwich panel fixed to the front end of the metal frame. The collision test apparatus also includes a power unit located under the simulated car. The power unit includes a rear track wheel, a front track wheel, and a circulating track wrapped around the rear and front track wheels. A frame support is provided on the upper side of the rear track wheel, spaced apart to support the left and right ends of the bottom of the metal frame. A deflector lever is radially guided and movable on the rear track wheel. A tension spring is provided between the rear track wheel and the deflector lever to apply a pulling force towards the axis of the rear track wheel. The circulating track has a deflector lever through-hole corresponding to the deflector lever. The surface of the circulating track has a friction layer for frictional engagement with the bottom of the metal frame. The deflector lever has a working position that moves away from the axis of the rear track under centrifugal force to push the simulated car from the frame support onto the track. The metal frame is equipped with a first force measuring unit and a second force measuring unit. The first force measuring unit includes a first slide rail located at the rear of the vehicle, extending in the front-rear direction. A first slider is guided and movably mounted on the first slide rail. A first transmission column with its rotation axis extending in the vertical direction is rotatably mounted on the first slider. A first force transmission rod with its axis extending radially along the first transmission column is fixed on the first transmission column. The front end of the first force transmission rod abuts against the rear end of the front panel of the sandwich plate. A first force measuring spring with its axis extending circumferentially along the first transmission column is provided between the first slider and the first transmission column. A first driving rack arranged in the front-rear direction is fixed on the first slider. The metal frame is also rotatably equipped with a first driving gear that meshes with the first driving rack and a first driven gear that meshes with the first driving gear. The diameter of the first driving gear is smaller than the diameter of the first driven gear. The metal frame is also guided and movably mounted with a first driven rack that meshes with the first driven gear. The end of the first driven rack is connected to a first buffer spring and a first force sensor. The second force measuring unit includes a second slide rail located at the rear of the vehicle, extending in the front-rear direction. A second slider is mounted on the second slide rail, and a second transmission column with its rotation axis extending in the vertical direction is rotatably mounted on the second slider. A second force transmission rod with its axis extending radially along the second transmission column is fixed on the second transmission column, and the front end of the second force transmission rod abuts against the rear end of the rear panel of the sandwich plate. A second force measuring spring with its axis extending circumferentially along the second transmission column is provided between the second slider and the second transmission column. A second active rack arranged in the front-rear direction is fixed on the second slider. A second active gear and a second driven gear that mesh with the second active rack are also rotatably mounted on the metal frame. The diameter of the second active gear is smaller than the diameter of the second driven gear. A second driven rack that meshes with the second driven gear is also mounted on the metal frame, and a second buffer spring and a second force measuring sensor are connected to the end of the second driven rack.

2. The collision testing apparatus according to claim 1, characterized in that: The front track wheel is a motor-driven drive wheel.

3. The collision testing apparatus according to claim 1, characterized in that: A parabolic support platform is set on the front side of the circulating track, and a fixed object is set on the front side of the parabolic support platform. The circulating track is used to throw the simulated car onto the parabolic support platform so that the simulated car collides with the fixed object.

4. The collision testing apparatus according to claim 1, characterized in that: The second force measuring unit is located below the first force measuring unit.

5. The collision testing apparatus according to claim 4, characterized in that: The first slide rail is located on the right side of the metal frame, and the first driving gear and the first driven gear are located on the left side of the first slide rail; the second slide rail is located on the left side of the metal frame, and the second driving gear and the second driven gear are located on the right side of the second slide rail.

6. The collision testing apparatus according to claim 5, characterized in that: The first driven rack moves in the left-right direction, with the first buffer spring and the first force sensor located on the left side of the first driven rack; the second driven rack moves in the left-right direction, with the second buffer spring and the second force sensor located on the right side of the second driven rack.

7. The collision testing apparatus according to claim 6, characterized in that: The first driven rack is located in front of the first driving gear and the first driven gear; the second driven rack is located in front of the second driving gear and the second driven gear.

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