Automobile front collision simplified test method and front deformation verification test structure

Abstract

The application belongs to the field of automobile front collision simplified test method of automobile technology structure crashworthiness performance development, and also relates to an automobile front deformation test structure. The automobile front collision simplified test method comprises a trolley structure and a barrier structure. The trolley structure comprises a front bumper (2), a main energy absorption box (3), a front longitudinal beam (4), a front baffle (5), a trolley (6), an upper bending longitudinal beam (7), a battery and a mounting bracket (8), and a front end module (9). The barrier structure comprises a fixed wall (1) and a biasing rigid wall (10). The automobile front collision simplified test method and the automobile front collision simplified test method can conveniently and reliably complete the simplified working condition verification of the automobile front collision test verification, preliminarily determine the front collision deformation safety performance of the front collision, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of automobile technology structure crash performance development, more particularly, it relates to a simplified test method for automobile front collision, and further relates to a structure for automobile front deformation verification test. BACKGROUND

[0002] At present, for the development of automobile structure crash performance, a "V" shaped development process is generally followed. In the early data stage, finite element simulation analysis means is used to build a finite element model of the whole vehicle, the whole vehicle collision under specified conditions is simulated by simulation software, and the results are viewed by post-processing software. If the results are not ideal, the deformation mode is optimized to achieve the ideal collision results. In the physical stage, the whole vehicle test is used to verify the actual vehicle collision performance. If the structure deformation does not reach the ideal state, the whole vehicle model simulation and test are used for benchmarking, and the vehicle body structure is optimized based on the benchmarking corrected model. After the ideal deformation mode is achieved, the real vehicle is verified again to confirm the effectiveness of the optimization scheme. The above is the traditional method commonly used at present.

[0003] The traditional operation method needs to carry out multiple rounds of whole vehicle test, and the actual vehicle collision performance is verified by the whole vehicle test, which requires more test cost and whole vehicle resources. In the design verification development stage, the manufacturing rhythm of the sample vehicle is slow, the sample vehicle resources are very scarce, and the sample vehicle manufacturing cost is several times of the mass production vehicle. Therefore, multiple rounds of whole vehicle structure verification test will greatly increase the product development cost and cycle.

[0004] In the prior art, there is a technology with the name of "automobile small offset collision test barrier" and the publication number "105222977A". The automobile small offset collision test barrier includes a rigid barrier main assembly (1) which includes a connecting piece (15), a frame body (14), a support body (13) and a main collision plate (12) connected in sequence from left to right, and a circular arc type side collision plate (11) connected to the rear side of the main collision plate and bent to the left; a base (2) and a floor (3); the base includes a bottom mounting plate (21) and a side mounting plate (22) vertically extending upward and connected to the right end of the bottom mounting plate (21); the floor includes a body (31); the connecting piece of the rigid barrier main assembly is connected with the side mounting plate (22) of the base; the bottom mounting plate of the base and the body of the floor are detachably and relatively movable connected; and the body of the floor is fixed on the ground.

[0005] However, the technology does not involve the technical problems and technical solutions of the present application. SUMMARY

[0006] The technical problem to be solved by the present application is to provide a simplified test method for automobile front collision, which can preliminarily determine the safety performance of front collision of a vehicle, reduce test cost and shorten test development cycle.

[0007] To solve the above technical problems, the technical solution adopted by the present application is:

[0008] The present application is a simplified test method for automobile front collision, and the test steps of the simplified test method for automobile front collision are:

[0009] S1, performing a whole vehicle collision test on the whole vehicle, counting energy absorption data in the whole vehicle collision process, and extracting energy absorption data of automobile front (front compartment) components;

[0010] S2, according to the extracted energy absorption data of the automobile front components, mounting the automobile front components on a trolley, and establishing a trolley structure of a front compartment deformation test model; the front compartment deformation test model comprises the trolley structure and a barrier structure;

[0011] S3, the barrier structure restricts six directions of freedom; the collision speed of the trolley structure of the front compartment deformation test model is calculated according to the principle of energy conservation, and simulation calculation is performed;

[0012] S4, after comparing the trolley structure of the front compartment deformation test model structure with the deformation mode of the front compartment structure in the whole vehicle collision test, manufacturing a physical object of the front compartment deformation test model structure, setting a test speed according to the speed of the front compartment deformation test model, performing simulation verification of the trolley structure, and performing a whole vehicle test using the front compartment deformation test model after the simulation verification of the trolley structure is qualified;

[0013] S5, if the simulation result of the trolley structure is unqualified, optimizing the structure of the front compartment deformation test model, and performing a collision test verification of the front compartment deformation test model again after the simulation verification of the trolley structure is qualified, until the front compartment deformation test model reaches a required state, and then performing a whole vehicle test using the optimized front compartment deformation test model.

[0014] The total kinetic energy E0 of the whole vehicle collision condition is E b +E v ; wherein E b is the total kinetic energy of the barrier in the whole vehicle collision, and E v is the total kinetic energy of the colliding vehicle, and the specific calculation method is shown in formula (1) and formula (2):

[0015] E b =(M b ×V b 2) / 2 (1)

[0016] E v = (M v × V v 2 ) / 2 (2)

[0017] Wherein:

[0018] M b is the total mass of the barrier, and is a constant value of 1400kg;

[0019] V b is the collision speed of the barrier, and is a constant value of 50km / h;

[0020] M v is the total mass of the collision vehicle;

[0021] V v is the collision speed of the collision vehicle, and is a constant value of 50km / h.

[0022] The energy absorption data in the whole vehicle collision process is counted, and the total energy absorbed by the front cabin energy absorption component is defined as E s , and E s is the total collision energy of the simplified model, as shown in formula (3):

[0023] E s = (M s × V s 2 ) / 2 (3)

[0024]

[0025] Wherein:

[0026] M s is the total mass of the simplified model;

[0027] V s is the collision speed of the simplified model.

[0028] Given E s , V s is calculated according to formula (4), and M s is the total mass of the trolley carrying the front cabin frame, the maximum mass is loaded to 1200kg, the simplified model speed is defined according to the maximum mass loading, the simplified simulation model and the simplified verification test working condition are defined, the simulation analysis optimization and the real vehicle test verification are carried out.

[0029] The trolley structure of the front cabin deformation test model comprises a front bumper, a main energy absorption box, a front longitudinal beam, a front baffle, a trolley, an upper bending longitudinal beam, a battery and a mounting bracket, and a front end module; the barrier structure comprises a fixed wall and a biased rigid wall.

[0030] The barrier structure is defined as 50% overlap rigid thin plate, and six direction freedoms are restrained, and the offset collision test is carried out; the barrier structure is defined as rigid wall, and the 50% overlap rigid wall head-on collision test is verified.

[0031] The application also relates to a front deformation verification test structure which is simple in structure, can conveniently and reliably complete a front collision test verification, preliminarily judges the front deformation safety performance in a front collision, and then carries out a whole vehicle test, so that the test cost is reduced, and the test development cycle is shortened.

[0032] The front deformation verification test structure comprises a trolley structure and a barrier structure, the trolley structure comprises a front bumper, a main energy absorption box, a front longitudinal beam, a front baffle, a trolley, an upper bending longitudinal beam, a battery and a mounting support, and a front end module; and the barrier structure comprises a fixed wall body and an offset rigid wall.

[0033] The front bumper is connected with the main energy absorption box; the main energy absorption box is connected with the front end module; the front end module is connected with the front longitudinal beam, and the front longitudinal beam is connected with the front baffle; the front baffle is connected with the upper bending longitudinal beam; and the front longitudinal beam is provided with the battery and the mounting support and an engine suspension support.

[0034] The offset rigid wall wall body of the barrier structure comprises a rigid support and a steel plate, the steel plate is welded and fixed on the rigid support, and the rigid support is fixed on the fixed wall body through bolts.

[0035] The trolley structure further comprises a hinge column, a subframe body, an engine suspension support, a subframe longitudinal beam, a sub energy absorption box and a calf protection cross beam.

[0036] The technical scheme of the application has the following working principles and beneficial effects:

[0037] The front collision simplified test method of the application is used for the front collision test of a vehicle, and the front collision test of the vehicle is carried out in the following steps: Figure 1The front collision of the whole vehicle test working condition diagram is shown. First, in combination with the energy absorption statistics in the whole vehicle collision process, the energy absorption of the key components of the front cabin in the whole vehicle simulation result is extracted;Then, the components with statistical energy absorption are extracted separately and loaded on the trolley to establish the front cabin deformation investigation simplified model as shown in the top view of the simplified working condition diagram 2 and the left view of the simplified working condition diagram 3. The barrier model is defined as a fixed 50% overlap rigid thin plate, which is constrained in 6 directions. Finally, the collision speed of the simplified trolley model is calculated through the principle of energy conservation, and the simulation calculation is carried out. After comparing the deformation mode of the trolley front cabin structure with that of the front cabin structure in the whole vehicle, the simplified model definition test working condition is made. According to the simulation speed of the simplified model, the deformation mode verification of the key components of the front cabin is carried out. After the simplified working condition verification is qualified, the whole vehicle test is carried out, which can greatly improve the success rate of the whole vehicle test, save the test resources and cost. If the verification result is not ideal, the simplified model can be used for optimization, and the whole vehicle model is verified again after the simulation, and then the simplified trolley verification is carried out again until the deformation mode reaches the ideal state, and the whole vehicle test is carried out again. The simplified model has less grid quantity, fast calculation speed, can quickly realize scheme optimization, shorten the optimization and improvement period, and save the project development time. The invention effectively solves the problems of high cost and long cycle of multiple whole vehicle verification tests. BRIEF DESCRIPTION OF DRAWINGS

[0038] The content expressed by each drawing of the present specification and the marks in the drawings are briefly explained as follows:

[0039] Figure 1 It is a test working condition diagram of the front deformation verification test structure of the present application.

[0040] Figure 2 It is a top view structural diagram of the front deformation verification test structure of the present application.

[0041] Figure 3 It is a side view structural diagram of the front deformation verification test structure of the present application.

[0042] The marks in the drawings are as follows: 1-fixed wall body;2-front bumper;3-main energy absorption box;4-front longitudinal beam;5-front baffle;6-trolley;7-upper bending longitudinal beam;8-battery and mounting bracket;9-front end module;10-offset rigid wall;11-hinge column;12-subframe body;13-engine suspension bracket;14-subframe longitudinal beam;15-sub energy absorption box;16-calf protection cross beam. DETAILED DESCRIPTION

[0043] The specific embodiments of the present application will be further described in detail below with reference to the drawings, and the shape, structure, mutual position and connection relationship between the parts, the function and working principle of each part and the like of the components involved will be further described in detail through the description of the embodiments.

[0044] As shown in the accompanying Figure 1 - the accompanying Figure 3 The present application is a kind of automobile front collision simplified test method, the test steps of the automobile front collision simplified test method are:

[0045] S1, the whole vehicle collision test is carried out on the whole vehicle, the energy absorption data in the whole vehicle collision process is counted, and the energy absorption data of the automobile front (front cabin) part is extracted;S2, according to the energy absorption data of the automobile front part extracted, the automobile front part is carried on the trolley, and the trolley structure of the front cabin deformation test model is established; the front cabin deformation test model includes trolley structure and barrier structure;S3, the barrier structure restricts six directions freedom; the collision speed of the trolley structure of the front cabin deformation test model is calculated through the principle of energy conservation, and the simulation calculation is carried out;S4, after comparing the trolley structure of the front cabin deformation test model structure with the front cabin structure deformation mode basically consistent in the whole vehicle collision test, the front cabin deformation test model structure is made, the test speed is set according to the speed of the front cabin deformation test model, the trolley structure simulation verification is carried out, the trolley structure simulation verification is qualified, the front cabin deformation test model is used for whole vehicle test;S5, if the simulation result of the trolley structure is unqualified, the structure of the front cabin deformation test model is optimized, and after the trolley structure simulation verification is qualified, the collision test verification of the front cabin deformation test model is carried out again, until the front cabin deformation test model reaches the required state, and then the optimized front cabin deformation test model is used for whole vehicle test.The above steps, aiming at the deficiency in the prior art, an improved technical scheme is proposed.The present application proposes a kind of method for simplifying the test verification of whole vehicle front collision structure.The front part of the whole vehicle collision working condition is as Figure 1The front collision test of the whole vehicle is shown in the schematic diagram of the front collision test condition of the whole vehicle. First, the energy absorption of the key components in the front cabin is extracted from the simulation results of the whole vehicle in combination with the energy absorption statistics in the whole vehicle collision process. Then, the components with the statistical energy absorption are extracted separately and mounted on the trolley to establish the simplified model for deforming the front cabin as shown in the schematic diagram 2 of the top view of the simplified condition and the schematic diagram 3 of the left view of the simplified condition. The barrier model is defined as a fixed 50% overlap rigid thin plate with 6 degrees of freedom constraints. Finally, the collision speed of the simplified trolley model is calculated through the energy conservation principle, and the simulation calculation is performed. After comparing the deformation mode of the trolley front cabin structure with the deformation mode of the front cabin structure in the whole vehicle, the test condition of the simplified model is defined to manufacture the simplified verification test tooling. The test speed is set according to the simulation speed of the simplified model, and the deformation mode verification of the key components in the front cabin is performed. After the simplified condition verification is qualified, the whole vehicle test is performed again, which can greatly improve the success rate of the whole vehicle test, save the test resources and cost. If the verification result is not ideal, the simplified model can be used for optimization and verification through the simulation of the whole vehicle model, and then the simplified trolley verification is performed again until the deformation mode reaches the ideal state, and the whole vehicle test is performed again. The simplified model has a small number of grids and a fast calculation speed, which can quickly realize the optimization scheme and shorten the optimization and improvement period, thereby saving the project development time. The present application effectively solves the problems of high cost and long cycle of the current multi-wheel whole vehicle verification test. The simplified test method for the front collision of the automobile has a simple structure and can conveniently and reliably complete the simplified condition verification of the front collision test of the automobile to preliminarily determine the deformation safety performance of the front cabin in the front collision, and then the whole vehicle test is performed to reduce the test cost and shorten the test development cycle.

[0046] The total kinetic energy E0 of the whole vehicle collision condition is E b +E v ; wherein E b is the total kinetic energy of the barrier, and E v is the total kinetic energy of the collision vehicle, and the specific calculation method is shown in formulas (1) and (2):

[0047] E b =(M b ×V b 2 ) / 2 (1)

[0048] E v =(M v ×V v 2 ) / 2 (2)

[0049] Wherein:

[0050] M b is the total mass of the barrier, which is a constant value of 1400kg;

[0051] V bThe collision speed with the barrier is a constant value of 50 km / h.

[0052] M v The total mass of the vehicles involved in the collision;

[0053] V v The collision speed of the vehicles is a constant value of 50 km / h.

[0054] In this invention, according to the law of conservation of energy, E0 is converted from kinetic energy into internal energy during the collision, manifesting as deformation and deflection of the barrier and the entire vehicle after the collision, as well as occupant injuries. For a frontal collision, the main energy-absorbing component of the vehicle is the front compartment frame. Reasonable energy absorption by the front compartment frame can reduce occupant injuries; therefore, it is necessary to ensure that the deformation of the front compartment structure reaches the ideal mode.

[0055] The energy absorption data during the vehicle collision process is statistically analyzed, and the total energy absorbed by the energy-absorbing components in the front compartment is defined as E. s Let E s To simplify the model, the total collision energy is as shown in Equation (3):

[0056] E s =(M s ×V s 2 ) / twenty three)

[0057]

[0058] in:

[0059] M s To simplify the overall mass of the model;

[0060] V s To simplify the model's collision velocity.

[0061] Given E s V is calculated according to formula (4). s M s Given the total mass of the trolley carrying the front compartment frame, with a maximum load of 1200 kg, the simplified model speed is defined based on this maximum load. A simplified simulation model and simplified verification test conditions are then defined, and simulation analysis optimization and real-vehicle test verification are performed. In the above steps, E is known. s V can be calculated according to formula (4). s M s The total mass of the trolley carrying the front cabin frame is considered, with a maximum load capacity of 1200 kg; therefore, the maximum load capacity is used. The simplified model velocity definition can be determined based on this. This allows for the definition of a simplified simulation model and simplified verification test conditions, such as... Figure 2The front cabin deformation test model of the application is simple in structure, and can conveniently and reliably complete the front collision test verification of a vehicle, preliminarily judge the front collision deformation safety performance of the vehicle, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

[0062] The front cabin deformation test model of the application is simple in structure, and can conveniently and reliably complete the front collision test verification of a vehicle, preliminarily judge the front collision deformation safety performance of the vehicle, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

[0063] The front cabin deformation test model of the application is simple in structure, and can conveniently and reliably complete the front collision test verification of a vehicle, preliminarily judge the front collision deformation safety performance of the vehicle, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

[0064] The front cabin deformation test model of the application is simple in structure, and can conveniently and reliably complete the front collision test verification of a vehicle, preliminarily judge the front collision deformation safety performance of the vehicle, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

[0065] The front cabin deformation test model of the application is simple in structure, and can conveniently and reliably complete the front collision test verification of a vehicle, preliminarily judge the front collision deformation safety performance of the vehicle, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

[0066] The front cabin deformation test model of the application is simple in structure, and can conveniently and reliably complete the front collision test verification of a vehicle, preliminarily judge the front collision deformation safety performance of the vehicle, and then perform the whole vehicle test, thereby reducing the test cost and shortening the test development cycle.

[0067] The front deformation verification test structure, the specific assembly relationship of the trolley (simplified working condition trolley, simplified trolley) and the function implementation method are shown in the simplified working condition top view of Figure 2 and the simplified working condition left view of Figure 3. When the structure is set, the front cabin part of the simplified simulation model is intercepted, including the front bumper 2, the main energy absorption box 3, the front longitudinal beam 4, the upper bending longitudinal beam 7, the front end module 9, the auxiliary frame body 12, the auxiliary frame longitudinal beam 14, the auxiliary energy absorption box 15 and the calf protection cross beam 16, and the main energy absorption components and the trolley linking components front apron 5 and hinge column 11. It should be noted that the hard points and obstacles affecting the deformation of the front cabin longitudinal beam need to be carried at the same time, such as the dynamic total suspension support and the storage battery. Since the current verification is carried out, only the storage battery and the installation support 8 and 13-engine suspension support 13 are carried. The simplified working condition barrier is a non-deformable steel plate with the same size as the front collision honeycomb aluminum, which is welded and fixed on the rigid support to form the offset rigid wall 10, and the whole is fixed on the fixed wall body 1 through bolts.

[0068] The structure and method of the application, the trolley (simplified trolley) carrying the front cabin structure starts the test at a calculated speed V s The car starts and collides with the barrier structure (fixed barrier), and the initial kinetic energy of the collision is converted into the internal energy of the vehicle body structure through the deformation of the front cabin structure, thereby achieving the purpose of verifying the deformation mode and stability of the front cabin structure. The working condition definition is simple, the test preparation is easy, the verification scheme is fast, the cost is low, and the effect is equivalent to the whole vehicle. The simplified method can not only be used for offset collision verification, but also can define the barrier as a 100% rigid wall to verify the front cabin deformation mode of the front collision, which is fast and effective. The structure and method of the application make the front cabin structure absorb the collision energy to the level of the front collision of the whole vehicle in the test process, simulate the performance of the front cabin structure deformation in the front collision of the whole vehicle, and indirectly and quickly verify the safety performance of the front collision of the whole vehicle. Reducing the number of whole vehicle verification rounds, reducing the test cost, reducing the whole vehicle trial resource, shortening the test period, and preliminarily determining the safety performance of the front cabin deformation in the front collision.

[0069] The front collision simplified test method of the application, the front collision of the whole vehicle is as follows Figure 1The front collision of the whole vehicle test working condition is shown in the figure. First, the energy absorption of the key components in the front cabin is extracted from the simulation results of the whole vehicle in combination with the energy absorption statistics in the whole vehicle collision process; then, the components with statistical energy absorption are extracted separately and mounted on the trolley to establish a simplified model for deforming the front cabin as shown in the top view of the simplified working condition in figure 2 and the left view of the simplified working condition in figure 3. The barrier model is defined as a fixed 50% overlap rigid thin plate with 6 degrees of freedom constraints; finally, the collision speed of the simplified trolley model is calculated through the principle of energy conservation, and the simulation calculation is carried out. After comparing the deformation mode of the trolley front cabin structure with that of the front cabin structure in the whole vehicle, the test working condition of the simplified model can be defined to make a simplified verification test tool. The test speed is set according to the simulation speed of the simplified model, and the deformation mode verification of the key components in the front cabin is carried out. After the simplified working condition verification is qualified, the whole vehicle test is carried out, which can greatly improve the success rate of the whole vehicle test, save test resources and cost. If the verification result is not ideal, the simplified model can be used for optimization, and the whole vehicle model is verified again after the simulation, and then the simplified trolley verification is carried out again until the deformation mode reaches the ideal state, and the whole vehicle test is carried out again. The simplified model has less grid number and fast calculation speed, which can quickly realize scheme optimization, shorten the optimization and improvement period, and save the project development time. The present application effectively solves the problems of high cost and long cycle of multiple whole vehicle verification tests.

[0070] The above describes the present application in conjunction with the drawings, and it is obvious that the specific implementation of the present application is not limited by the above method. Various improvements or direct applications of the present application to other occasions are within the scope of protection of the present application.

Claims

1. A simplified test method for frontal collision of automobiles, characterized in that: The front deformation verification test structure used in the simplified front collision test method for automobiles includes a trolley structure and a barrier structure. The trolley structure includes a front bumper (2), a main energy-absorbing box (3), a front longitudinal beam (4), a front baffle (5), a trolley (6), an upper curved longitudinal beam (7), a battery and mounting bracket (8), and a front-end module (9). The barrier structure includes a fixed wall (1) and an offset rigid wall (10). The test steps of the simplified frontal collision test method for automobiles are as follows: S1. Conduct a full vehicle crash test on the vehicle, collect the energy absorption data during the vehicle crash process, and extract the energy absorption data of the front components of the vehicle. S2. Based on the extracted energy absorption data of the front components of the vehicle, the front components of the vehicle are mounted on a trolley to establish the trolley structure of the front compartment deformation test model; the front compartment deformation test model includes the trolley structure and the barrier structure. S3, the barrier structure constrains six degrees of freedom; the collision velocity of the trolley structure of the front cabin deformation test model is calculated using the principle of energy conservation, and simulation calculation is performed; S4. After comparing the deformation mode of the trolley structure of the front compartment deformation test model with that of the front compartment structure in the whole vehicle collision test, the physical object of the front compartment deformation test model structure is made. The test speed is set according to the speed of the front compartment deformation test model. The trolley structure simulation verification is carried out. After the trolley structure simulation verification is qualified, the whole vehicle test is carried out using the front compartment deformation test model. S5. If the simulation results of the trolley structure are not qualified, the front compartment deformation test model shall be optimized. After the trolley structure simulation verification is qualified, the collision test verification of the front compartment deformation test model shall be carried out again until the front compartment deformation test model reaches the required state. Then the optimized front compartment deformation test model shall be used for the whole vehicle test. The total kinetic energy E0 = E in the vehicle collision condition b +E v ; where E b E represents the total kinetic energy of the barrier during a vehicle collision. v The total kinetic energy of the colliding vehicles is calculated using formulas (1) and (2). （1） （2） in: M b The total mass of the barrier is a constant value of 1400 kg. V b The collision speed with the barrier is a constant value of 50 km / h. M v The total mass of the vehicles involved in the collision; V v The collision speed of the vehicles is a constant value of 50 km / h. The energy absorption data during the vehicle collision process is statistically analyzed, and the total energy absorbed by the energy-absorbing components in the front compartment is defined as E. s Let E s To simplify the model, the total collision energy is as shown in Equation (3): （3） （4） in: M s To simplify the overall mass of the model; V s To simplify the model's collision velocity; Given E s V is calculated according to formula (4). s M s Given the total mass of the trolley carrying the front cabin frame, with a maximum mass load of 1200 kg, the simplified model speed definition is determined based on the maximum mass load. The simplified simulation model and simplified verification test conditions are defined, and simulation analysis optimization and real vehicle test verification are carried out.

2. The simplified test method for frontal collision of automobiles according to claim 1, characterized in that: The trolley structure of the front cabin deformation test model includes a front bumper (2), a main energy-absorbing box (3), a front longitudinal beam (4), a front baffle (5), a trolley (6), an upper curved longitudinal beam (7), a battery and mounting bracket (8), and a front-end module (9); the barrier structure includes a fixed wall (1) and an offset rigid wall (10).

3. The simplified test method for frontal collision of automobiles according to claim 1 or 2, characterized in that: The barrier structure is defined as a 50% overlapping rigid thin plate, constraining six degrees of freedom, and an offset collision test is conducted; if the barrier structure is defined as a rigid wall, then a 50% overlapping rigid wall head-on collision test is verified.

4. The simplified test method for frontal collision of automobiles according to claim 1 or 2, characterized in that: The front bumper is connected to the main energy-absorbing box (3) (2); the main energy-absorbing box (3) is connected to the front module (9); the front module (9) is also connected to the front longitudinal beam (4); the front longitudinal beam (4) is connected to the front baffle (5); the front baffle (5) is also connected to the upper curved longitudinal beam (7); the front longitudinal beam (4) is equipped with a battery (8) and mounting bracket and engine suspension bracket (13).

5. The simplified test method for frontal collision of automobiles according to claim 4, characterized in that: The offset rigid wall of the barrier structure includes a rigid support and a steel plate. The steel plate is welded and fixed on the rigid support, and the rigid support is fixed on the fixed wall (1) by bolts.

6. The simplified test method for frontal collision of automobiles according to claim 4, characterized in that: The trolley structure also includes a hinge column (11), a subframe body (12), an engine mount bracket (13), a subframe longitudinal beam (14), a secondary energy absorption box (15), and a lower leg protection crossbeam (16).

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