Vehicle collision test system and test method

Abstract

The invention relates to the technical field of automobile collision test, and particularly provides a vehicle collision test system and test method. The vehicle collision test system comprises a collision test trolley and a collision test device used for bearing collision of the collision test trolley. The collision test device comprises a base, and a full front collision buffer unit and a front offset collision buffer unit which are alternately arranged on the base, the collision test trolley comprises a front frame, a middle frame and a rear frame which are respectively constructed and sequentially assembled and connected, and the middle frame bears a body-in-white body of a vehicle type to be subjected to collision test; the full front collision buffering unit comprises a plurality of first damping mechanisms arranged on the base at intervals, and the front offset collision buffering unit comprises a second damping mechanism arranged on the left half portion or the right half portion of the base. According to the vehicle collision test system, the collision test trolley can replace a real vehicle to carry out a collision test, and posture change and waveform conditions in the vehicle collision process can be well reproduced.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile collision testing, and in particular to a vehicle collision testing system. In addition, the present invention also relates to a testing method. Background Art

[0002] The development process of a new car is generally divided into multiple stages, such as the design verification stage, the production verification stage, and the small-batch production stage. In the design verification stage, it is necessary to extract the waveform of the whole vehicle during the vehicle collision. In the design verification stage and the production verification stage, the extracted whole vehicle waveform will be used to carry out multiple rounds of sliding table tests to reproduce the posture of the whole vehicle and the occupants, match the various parameters of the restraint system, and thus obtain the optimal restraint system configuration.

[0003] Automobile collision test is a technical research project with complex procedures and extremely high costs. The collision process is also a complex instantaneous physical process, with complex deformation and interaction of hundreds of parts in the vehicle. After the test, the whole vehicle and related parts cannot be restored or reused due to deformation or damage. In order to optimize the injury of passengers in the car during the collision, multiple collision tests need to be carried out, which leads to an increase in the cost of vehicle model development. For this reason, current vehicle development mostly uses sliding table tests instead of real vehicle collisions to reduce the number of test vehicles and save research and development costs.

[0004] However, the existing active and passive slide test equipment can only reproduce the acceleration waveform of the vehicle in the X direction (front and rear direction) during the slide test, but cannot effectively reproduce the acceleration waveform of the vehicle in the Y direction (left and right direction) and Z direction (up and down direction), that is, it cannot reproduce the complete motion posture of the vehicle, such as Y-direction tail swing, Z-direction tail lift, etc. If the slide cannot fully reproduce the complete posture of the vehicle in the three directions of X, Y, and Z, it cannot fully reproduce the motion posture of the dummy when the vehicle collides, and it is difficult to well match and optimize the various parameters of the restraint system, which makes it impossible for the vehicle to obtain the optimal restraint system configuration.

[0005] In order to fully reproduce the motion posture of the whole vehicle and the passengers during the collision, the active slide (trolley) is required to carry the same passenger compartment environment as the whole vehicle, and can produce tail swing and tail lift during the collision like the whole vehicle; at the same time, the passive slide (i.e. the waveform reproduction device that bears the collision of the trolley) is also required to be able to well bear the impact of the trolley and guide the trolley to produce tail swing, tail lift and other postures, so as to extract the complete waveform of the vehicle. However, the existing collision test methods are difficult to meet the above needs well. Summary of the invention

[0006] In view of this, the present invention aims to propose a vehicle collision test system, so that a collision test trolley can replace a real vehicle for collision testing, and the posture changes and waveforms of the vehicle during the collision process can be well reproduced.

[0007] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0008] A vehicle collision test system comprises a collision test trolley and a collision test device for bearing the collision of the collision test trolley; the collision test device comprises a base, and a full front collision buffer unit and a front offset collision buffer unit alternately arranged on the base; the collision test trolley comprises a front frame, a middle frame and a rear frame which are respectively constructed and sequentially assembled and connected, and the middle frame has a chassis for carrying a body-in-white of a vehicle model to be subjected to a collision test;

[0009] The full frontal collision buffer unit includes a plurality of first damping mechanisms arranged at intervals on the base, and the frontal offset collision buffer unit includes a second damping mechanism arranged on the left half or the right half of the base. When impacted by the collision test trolley, both the first damping mechanism and the second damping mechanism can collapse and deform.

[0010] Furthermore, each of the first damping mechanisms is fixed to the base via a first fixing seat, a fixed mounting plate is provided on the first fixing seat, and the first damping mechanism is mounted on the fixed mounting plate; the connection position of the fixed mounting plate on the first fixing seat is adjustable so as to be able to adjust the distance between the first damping mechanism and the first fixing seat.

[0011] Furthermore, the multiple first damping mechanisms include a primary damping mechanism arranged in the middle of the base, and secondary damping mechanisms arranged on both sides of the middle of the base, and the primary damping mechanism is protruding outward relative to the secondary damping mechanism; the primary damping mechanism is connected to the fixed mounting plate through a first extension connecting plate, and the secondary damping mechanism is directly fixed to the end of the fixed mounting plate, and the first extension connecting plate and the fixed mounting plate are connected by a first shear structure that can break under a set impact force.

[0012] Furthermore, the second damping mechanism is fixed on the base through a second fixing seat, and the second fixing seat is provided with a first-level damper fixing frame, and a plurality of second-level damper fixing frames arranged around the first-level damper fixing frame; the second damping mechanism includes a first-level damper arranged on the first-level damper fixing frame, and a plurality of second-level dampers respectively arranged on each of the second-level damper fixing frames; the first-level damper is arranged to protrude outward relative to the second-level damper.

[0013] Furthermore, the first-stage damper is connected to the first-stage damper fixing frame through a second extended connecting plate, and the connection position of the second extended connecting plate on the first-stage damper fixing frame and / or the first-stage damper is adjustable so as to be able to adjust the distance between the first-stage damper and the second fixing seat.

[0014] Furthermore, the second extended connecting plate and the first-level damper fixing frame are connected by a second shear structure that can break under a set impact force, and a guide mechanism is provided between the first-level damper and the first-level damper fixing frame; the guide mechanism is used to guide the first-level damper to move toward the first-level damper fixing frame in the impact direction of the test vehicle.

[0015] Furthermore, the front frame and the rear frame are provided with suspension assemblies and wheels arranged on the suspension assemblies on the left and right sides; the front frame is provided with suspension mounting frames on both sides, the two suspension assemblies on the front frame are respectively arranged on the suspension mounting frames on the corresponding sides, and the distance between the two suspension mounting frames is adjustable; the rear frame includes two groups of side longitudinal beams arranged on the left and right sides, and a connecting cross beam connected between the side longitudinal beams on both sides, the two suspension assemblies on the rear frame are respectively arranged on the side longitudinal beams on the corresponding sides, and the length of the connecting cross beam is adjustable.

[0016] Furthermore, the suspension assembly includes a suspension body and a wheel mounting frame arranged on the suspension body; the suspension body includes a back plate for a vehicle frame, a wheel mounting seat movably arranged on the back plate, and a shock absorber; the wheel mounting frame is arranged on the wheel mounting seat, the top height position of the shock absorber is adjustably arranged on the back plate, and the bottom of the shock absorber is connected to the wheel mounting frame.

[0017] Furthermore, the front frame includes a front end frame and a plurality of force-transmitting longitudinal beams extending rearwardly from the front end frame, the rear end of each of the force-transmitting longitudinal beams being connected to the middle frame, and a collision guide structure is provided between at least part of the force-transmitting longitudinal beams and the middle frame; the collision guide structure is used to guide the middle frame to flip upward relative to the front frame when the collision test trolley collides.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] The vehicle collision test system of the present invention can make the acceleration waveform of the collision test trolley in the front-to-back direction and the tail-lifting action of the trolley consistent with that of the actual vehicle collision during a full frontal collision test by adjusting the number, position, length or damping force of the first damping mechanism arranged on the base; in the event of a frontal offset collision, the tail-swinging action of the collision test trolley during the collision can be made consistent with that of the actual vehicle collision by adjusting the position, length or damping force of the second damping mechanism arranged on the base; thereby, the collision test trolley can replace the actual vehicle for collision testing and well reproduce the posture changes and waveform conditions during the vehicle collision.

[0020] In addition, the collision test trolley of the present invention adopts a split design. By configuring middle frames of different sizes and specifications to carry white bodies of different models, it can simulate and reproduce the collision conditions of different models, and the front frame and rear frame can be universal; moreover, each collision test mainly replaces the most severely damaged front frame, which can effectively reduce the cost of automobile collision testing while better reproducing the changes in the collision posture of the whole vehicle. Moreover, the collision test trolley is equipped with a suspension assembly and wheels, and the trolley can travel like a real car, avoiding the situation where the vehicle is limited to a fixed track, and can well reproduce the vehicle's tail-lifting and tail-swinging conditions during the collision process of the real car, thereby reproducing the changes in the posture of the whole vehicle and the occupants, which is conducive to improving the accuracy and effectiveness of the collision test.

[0021] Another object of the present invention is to provide a vehicle collision test method based on the vehicle collision test system of the present invention, the test method comprising:

[0022] A detection unit is provided on the collision test trolley, so that the collision test trolley collides with the collision test device at a set speed, and the acceleration waveform or impact force-displacement curve of the collision test trolley in the front-to-back direction and the acceleration waveform in the left-right and up-down directions during the collision are obtained through the detection unit;

[0023] Adjusting the number, position, length or damping force of the first damping mechanism arranged on the base so that the acquired acceleration waveform or the impact force-displacement curve in the front-back direction and the acceleration waveform in the up-down direction are consistent with the actual vehicle collision;

[0024] Adjusting the position, length or damping force of the second damping mechanism arranged on the base so that the acquired acceleration waveform in the left and right directions is consistent with the actual vehicle collision;

[0025] The collision test trolley is used to replace the actual vehicle to carry out multiple collision tests to verify the safety performance of the vehicle restraint system.

[0026] The testing method of the present invention has the technical advantages possessed by the above-mentioned vehicle collision testing system, and can make good use of the collision test trolley to replicate the posture changes and waveform conditions of the actual vehicle during the collision test. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings, which constitute part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention. The directional terms such as front and back, up and down, etc. involved therein are only used to indicate relative positional relationships and do not constitute improper limitations on the present invention. In the accompanying drawings:

[0028] Figure 1This is a schematic diagram of the overall structure of a collision test trolley according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic structural diagram of the collision test trolley according to an embodiment of the present invention with the body-in-white removed;

[0030] Figure 3 It is a schematic diagram of the three-dimensional structure of the front frame according to an embodiment of the present invention;

[0031] Figure 4 for Figure 3 A front view of the parts shown in the part A;

[0032] Figure 5 It is a schematic diagram of the three-dimensional structure of the rear frame according to an embodiment of the present invention;

[0033] Figure 6 It is a three-dimensional structural schematic diagram of a brake control system according to an embodiment of the present invention;

[0034] Figure 7 It is a schematic diagram of the three-dimensional structure of the suspension assembly and the wheel according to an embodiment of the present invention;

[0035] Figure 8 It is a structural schematic diagram of a suspension assembly according to an embodiment of the present invention;

[0036] Fig. 9 for Figure 8 The suspension assembly shown is a schematic structural diagram after the wheel mounting plate is hidden.

[0037] Fig.10 It is a schematic diagram of the three-dimensional structure of the base according to an embodiment of the present invention when a full frontal collision buffer unit is provided;

[0038] Fig.11 for Fig.10 A side view of the crash test apparatus shown;

[0039] Fig.12 for Fig.10 A front view of the crash test apparatus shown;

[0040] Fig.13 It is a schematic diagram of the overall structure of a collision test device in which a full frontal collision buffer unit according to an embodiment of the present invention adopts a three-level damping mechanism configuration;

[0041] Fig.14 for Fig.13 A side view of the crash test apparatus shown;

[0042] Fig.15 for Fig.13 A partial enlarged view of the part shown in B;

[0043] Fig.16 It is a schematic diagram of the three-dimensional structure of the base according to an embodiment of the present invention when a front-biased collision buffer unit is provided;

[0044] Fig.17 for Fig.16 A front view of the crash test apparatus shown;

[0045] Fig.18 for Fig.16 A side view of the crash test apparatus shown;

[0046] Fig.19 It is a schematic diagram of the overall structure of the front offset collision buffer unit according to an embodiment of the present invention;

[0047] Fig. 20 The X-axis acceleration waveform of the whole vehicle obtained in the vehicle collision test method according to the embodiment of the present invention;

[0048] Fig. 20 The acceleration waveform diagram of the collision vehicle in the X direction obtained in the vehicle collision test method according to the embodiment of the present invention;

[0049] Fig.21 is an impact force-displacement curve diagram of the collision vehicle in the X direction obtained in the vehicle collision test method according to an embodiment of the present invention;

[0050] Fig. 22 This is a Y-axis acceleration waveform diagram of a collision vehicle obtained in the vehicle collision test method described in an embodiment of the present invention.

[0051] Description of reference numerals:

[0052] 1. Suspension body; 10. Wheel; 100. Wheel mounting plate; 11. Back plate; 110. Mounting hole; 111. Upper top screw bracket; 112. Shock absorber seat fixing hole; 113. Lower top screw bracket; 12. Shock absorber seat; 120. First fastening bolt; 121. Second fastening bolt; 13. Shock absorber; 14. Wheel mounting seat; 140. Mounting plate fixing hole; 15. Upper swing arm mechanism; 150. Upper swing arm; 151. Upper bracket; 16. Lower swing arm mechanism; 160. Lower swing arm; 161. Lower bracket; 171. Upper top screw; 172. Lower top screw; 18. Mounting bolt;

[0053] 2. Middle frame; 20. Bottom longitudinal beam; 21. Bottom cross beam; 221. First support rod; 222. Second support rod; 223. Third support rod; 23. Top frame; 24. Fixing plate; 25. Strengthening connecting rod; 26. Seat reinforcement seat;

[0054] 3. front frame; 30. front end frame; 300. front guard plate; 311. upper longitudinal beam; 312. middle longitudinal beam; 313. lower longitudinal beam; 320. mounting column; 321. transverse connecting beam; 322. front connecting beam; 323. connecting seat; 324. connecting plate; 33. collision guide structure; 330. connecting piece; 331. connecting ear; 332. elastic connecting plate; 333. structural weakening groove;

[0055] 4. Rear frame; 40. Side longitudinal beam; 41. Connecting cross beam; 42. Front connecting frame; 43. Braking control system; 430. Base; 431. Battery; 432. Gas tank; 433. Power switch; 434. Controller; 435. Solenoid valve; 436. Cylinder; 437. Brake pump; 438. Reset switch; 439. Indicator light;

[0056] 50, fixed base plate; 51, support frame; 52, mounting base plate; 520, assembly hole;

[0057] 6. Full frontal collision buffer unit; 60. First fixing seat; 600. Fixed mounting plate; 601. First extended connecting plate; 602. First connecting hole; 61. First damping mechanism; 611. Primary damping mechanism; 612. Secondary damping mechanism; 62. First shearing structure;

[0058] 7. Frontal offset collision buffer unit; 70. Second fixing seat; 701. Primary damper fixing frame; 702. Secondary damper fixing frame; 71. Primary damper; 72. Secondary damper; 73. Second extension connecting plate; 730. Second connecting hole; 74. Guide mechanism;

[0059] 8. Damping tube; 80. Damping base. DETAILED DESCRIPTION

[0060] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0061] In the description of the present invention, it should be stated that if there are terms indicating orientation or positional relationship such as "up, down, left, right, front, back, inside, outside", etc., they are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. Taking the collision test trolley described in the present invention as an example, the orientation words such as "up, down, left, right, front, back" used in the embodiments are defined based on the up and down direction (also called the height direction), the left and right direction (also called the width direction) and the front and back direction (also called the length direction) of the trolley. Specifically, as shown in the accompanying drawings, the X direction is the front and back direction of the trolley, wherein the side to which the arrow points is the "front", and the opposite is the "back". The Y direction is the left and right direction of the trolley, wherein the side to which the arrow points is the "left", and the opposite is the "right". The Z direction is the up and down direction of the trolley, wherein the side to which the arrow points is the "up", and the opposite is the "down". "Inside" and "outside" are defined based on the contour of the corresponding components. For example, "inside" and "outside" are defined based on the contour of the trolley. The side of the vehicle contour close to the middle of the trolley is "inside", and the opposite side is "outside".

[0062] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection" and "connector" should be understood in a broad sense. For example, the connection can be 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, an indirect connection through an intermediate medium, or a connection between two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances. The limiting terms such as "first, second, A, B, C, D" that appear in the description of the present invention are only used to distinguish similar features of different positions, affiliations or uses, so as to achieve the purpose of avoiding ambiguity and confusion, and cannot be understood as indicating or implying relative importance. In addition, the restraint system mentioned in the embodiments of the present invention refers to the safety equipment used to protect the driver and passengers inside the car, and the safety of the driver and passengers is protected by restraint systems such as seat belts and airbags; among them, the seat belt is the most basic restraint device, which can prevent the driver and passengers from shaking and flying out of the seat when the car collides.

[0063] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0064] Embodiment 1

[0065] This embodiment relates to a vehicle collision test system, which can use a collision test trolley to replace a real vehicle for collision testing and well reproduce the posture changes and waveforms of the vehicle during the collision process; an exemplary structure of the collision test trolley in the system is as follows: Figure 1 , Figure 2 and Figure 3 As shown, an exemplary structure of the collision test device in the system is as follows Fig.10 and Fig.16 shown.

[0066] In general, the vehicle collision test system includes a collision test trolley and a collision test device for withstanding the impact of the collision test trolley. The collision test device includes a base, and a full frontal collision buffer unit 6 and a frontal offset collision buffer unit 7 alternately arranged on the base; the collision test trolley includes a front frame 3, a middle frame 2 and a rear frame 4 that are respectively constructed and sequentially assembled and connected, and the middle frame 2 has a chassis for carrying the body-in-white of the vehicle model to be collided. The full frontal collision buffer unit 6 includes a plurality of first damping mechanisms 61 arranged at intervals on the base, and the frontal offset collision buffer unit 7 includes a second damping mechanism arranged on the left half or the right half of the base. When impacted by the collision test trolley, both the first damping mechanism 61 and the second damping mechanism can collapse and deform to achieve the test effect of vehicle collision.

[0067] It should be pointed out that, based on the above-mentioned overall design concept, the technical solution of the present invention can adopt a variety of different specific implementation structures, forms or configuration sequences. For example, the above-mentioned damping mechanism can be configured using existing structural components such as elastic telescopic tubes and dampers; the specific setting sequence and installation method of the full frontal collision buffer unit 6 and the frontal offset collision buffer unit 7 on the base can also be flexibly adjusted. The full frontal collision buffer unit 6 and the frontal offset collision buffer unit 7 can be installed accordingly based on the test needs of the full frontal collision and frontal offset collision of the vehicle. As for whether the second damping mechanism is set on the left or right side of the middle of the mounting base 52, it can be set according to the test needs of the frontal offset collision. When it is necessary to perform a frontal offset collision test on the left side of the front end of the vehicle, the second damping mechanism is set on the left side of the middle of the mounting base 52; conversely, when it is necessary to perform a frontal offset collision test on the right side of the front end of the vehicle, the second damping mechanism is set on the right side of the middle of the mounting base 52.

[0068] For the parts required for the implementation of the overall solution but not involved in the above-mentioned overall settings, reasonable and flexible designs can be made with reference to the mature setting means in the field, the actual situation during implementation, etc. The specific implementation scheme described below in this embodiment is only a better one of the many schemes that can be formed by the above-mentioned various combinations and their changes. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many schemes that can be formed by the above-mentioned various specific forms of combination and its changes, as well as the specific implementation scheme of this embodiment, are all within the scope of protection of the present invention.

[0069] Based on the fact that the vehicle collision test system of the present invention includes two parts, a collision test trolley and a collision test device, the two parts are described separately below.

[0070] First, the collision test trolley of this embodiment will be described as follows.

[0071] In general, the collision test trolley of the present embodiment includes a front frame 3, a middle frame 2 and a rear frame 4 which are constructed separately and assembled in sequence; the middle frame 2 has a chassis for carrying the body-in-white of the vehicle model to be subjected to the collision test, and the left and right sides of the front frame 3 and the rear frame 4 are provided with a suspension assembly and wheels 10 arranged on the suspension assembly.

[0072] As for the middle frame 2, the following structural scheme is preferably adopted. Based on the situation that the body-in-white is carried on the chassis, corresponding to the seats on the body-in-white, a plurality of seat reinforcement seats 26 are arranged at intervals on the chassis, and each seat reinforcement seat 26 can form a support for the corresponding seat. A plurality of seat reinforcement seats 26 are arranged on the chassis of the middle frame 2, and the seat reinforcement seats 26 can be welded to the bottom of the body-in-white to ensure the connection strength between the body and the chassis, and to provide a stable support effect for the seat; the seat reinforcement seats 26 can be made of square tubular profiles. In this embodiment, the chassis specifically includes bottom longitudinal beams 20 and bottom cross beams 21 arranged longitudinally and transversely, and reinforcing plates can be provided at the ends of the bottom longitudinal beams 20 and the bottom cross beams 21; the intersection of the bottom longitudinal beams 20 and the bottom cross beams 21 is welded and fixedly connected.

[0073] In addition, corresponding to the deformation-prone areas such as the upper and lower fixing points of the seat belt on the body-in-white, some reinforcing plates, support rods and other structures can also be set on the middle frame 2, and these reinforcing plates and support rods are welded to the body-in-white to improve the connection strength between the middle frame 2 and the body-in-white. Specifically, a top frame 23 is provided on the top of the middle frame 2, and the side of the middle frame 2 is arranged from front to back with a first support rod 221, a second support rod 222 and a third support rod 223 supported between the chassis and the top frame 23; preferably, the first support rod 221, the second support rod 222 and the third support rod 223 are respectively arranged corresponding to the A-pillar, the B-pillar and the C-pillar on the body-in-white, so as to be connected to the body-in-white and play a corresponding structural reinforcement effect.

[0074] Moreover, a reinforcing link 25 is provided between the first support rod 221 and the second support rod 222, the front end of the reinforcing link 25 is fixedly connected to the middle of the first support rod 221 through the fixing plate 24, and the rear end of the reinforcing link 25 is connected to the middle of the second support rod 222. Based on the situation that the upper longitudinal beams 311 are provided on both sides of the upper part of the front frame 3 described below, the rear end of the upper longitudinal beam 311 is located in the middle of the first support rod 221, therefore, the fixing plate 24 can be fixedly mounted on the collision guide structure 33 at the rear end of the upper longitudinal beam 311 on the corresponding side, so as to improve the connection stability between the middle frame 2 and the front frame 3.

[0075] By setting the top frame 23, the top of the body-in-white is wrapped, which can protect the top of the body-in-white. The body-in-white and the top frame 23 can also be connected to improve the connection firmness of the body-in-white on the middle frame 2. In specific implementation, the top frame 23 can adopt a circular tube welding structure arranged in accordance with the shape of the roof. The two sides of the top frame 23 are connected to the chassis through the first support rod 221, the second support rod 222 and the third support rod 223; of course, the first support rod 221, the second support rod 222 and the third support rod 223 are respectively arranged corresponding to the A-pillar, B-pillar and C-pillar of the body-in-white to protect the A-pillar, B-pillar and C-pillar. A reinforcing link 25 arranged along the front-to-back direction of the frame is set between the first support rod 221 and the second support rod 222, which can improve the support strength of the middle frame 2 in the front-to-back direction.

[0076] The materials of the bottom longitudinal beam 20, the bottom cross beam 21, the reinforcing connecting rod 25 and the reinforcing rods can be flexibly selected; in this embodiment, the bottom longitudinal beam 20 and the bottom cross beam 21 are made of square tube profiles, and the reinforcing connecting rod 25 and the reinforcing rods are made of round tube profiles. The length of each of the above profiles can be set according to the size of the white body of different models, and the arrangement and welding can be carried out to meet the length, width and height requirements of the white body. Fixing the white body in the middle frame 2 can prevent the white body from moving forward in a collision, and the frame structure strength of the entire middle frame 2 can also reduce the degree of deformation of the white body in collision, which is beneficial to the results of the collision test.

[0077] In this embodiment, the front frame 3 adopts the following scheme. The front frame 3 includes a front frame 30 and a plurality of force transmission longitudinal beams extending backward from the front frame 30, the rear end of each force transmission longitudinal beam is connected to the middle frame 2, and a collision guide structure 33 is provided between at least part of the force transmission longitudinal beams and the middle frame 2; the collision guide structure 33 adopts a structural design that is easy to bend upward, so as to guide the middle frame 2 to flip upward relative to the front frame 3 when the collision test trolley collides, so as to reproduce the tail-up condition when the vehicle collides.

[0078] Based on the fact that the front frame 3 mainly bears the impact force of the collision, a plurality of force transmission longitudinal beams are arranged in the front frame 3 to transmit force backward, thereby ensuring good force transmission performance of the front frame 3. A collision guide structure 33 that is easy to bend upward is arranged between the rear end of the force transmission longitudinal beam and the middle frame 2. During the collision process, the connection between the middle frame 2 and the front frame 3 is easy to bend, so as to well simulate the tail lift phenomenon during the vehicle collision.

[0079] In addition, the front end of the front frame 3 is provided with a front frame 30, and the front side of the front frame 30 is paved with a front guard plate 300 to withstand the collision from the front. Since the trolley needs to undergo repeated collision tests, in actual tests, the front end components and assemblies of the vehicle will be deformed. In order to improve the reusability of the components at the front end of the front frame 3, the front end frame 30 and its front guard plate 300 of this embodiment are designed to have sufficient strength. Among them, the front guard plate 300 is a steel plate of 2000mm*1000mm*13mm, and the front end frame 30 is composed of multiple vertical beams and cross beams that cross vertically and horizontally, and the middle part forms a nine-square grid structure, and each vertical beam and cross beam adopts a square tube with a size of 80mm*80mm*4mm. On the rear side of the front end frame 30, multiple force transmission longitudinal beams are arranged, and the front end of each force transmission longitudinal beam is connected to the intersection of the vertical beam and the cross beam on the front end frame 30. In this way, each force-transmitting longitudinal beam provides strong support to the front frame 30, which can ensure that the front frame 30 and the front guard plate 300 will not bend or deform too much when the front end of the trolley collides at high speed. In order to further improve the impact resistance of the front frame 30, the front guard plate 300 is preferably made of high-strength manganese steel, and strength and hardness enhancement treatment (quenching treatment) is performed during the processing. Through the above-mentioned settings, the reusability of the front frame 3 can be greatly improved.

[0080] As mentioned above, the force transmission longitudinal beam of this embodiment includes an upper longitudinal beam 311, a middle longitudinal beam 312 and a lower longitudinal beam 313 arranged in an upper and lower position; wherein, the upper longitudinal beams 311 on both sides are respectively connected to the first support rods 221 on both sides of the middle frame 2 by bolts through the fixing plates 24, and the upper longitudinal beam 311 adopts a square cold-bent hollow steel (hereinafter referred to as a square tube) of 80mm*80mm*4mm for structure, which is used to simulate the upper side beam structure of the cabin in the actual vehicle, and the upper end collision force can be transmitted to the rear end of the vehicle body along the A-pillar and the upper longitudinal beam of the vehicle body through this structure during the collision, and the rear end of the upper longitudinal beams 311 on both sides is provided with a collision guide structure 33. A plurality of middle longitudinal beams 312 are arranged, specifically corresponding to the intersection of the vertical beam and the horizontal beam on the front frame 30, and adopt a 60mm*60mm*4mm square tube, which transmits the collision force along the middle of the vehicle body to the rear end of the vehicle body during the collision. The bottom of the front frame 3 is provided with a plurality of lower longitudinal beams 313 made of 60mm*60mm*4mm square tubes, which are used to form the bottom support of the front frame 3. During a collision, the lower collision force can be transmitted along the lower part of the vehicle body to the rear end of the vehicle body through the lower longitudinal beams 313; wherein, the rear ends of the three lower longitudinal beams 313 located on both sides and in the middle of the front frame 3 are all provided with collision guiding structures 33. In addition, a tail-lifting space is reserved between the front frame 3 and the middle upper part of the middle frame 2 for the middle frame 2 to swing upward relative to the front frame 3. When a collision occurs, the collision guiding structure 33 guides the bending between the front frame 3 and the middle frame 2, and the middle frame 2 connects to the rear frame 4 to swing upward relative to the front frame 3, so as to reproduce the tail-lifting motion posture when the vehicle collides.

[0081] There are of course many different structural solutions for the collision guiding structure 33, which can be set based on the design principle of achieving the connection between the force transmission longitudinal beam and the middle frame 2 while having the characteristics of a weakened structure and being easy to bend under external force impact. Figure 4 As shown, the collision guiding structure 33 includes a connecting member 330 connected between the force transmission longitudinal beam and the middle frame 2, and an elastic connecting plate 332 provided below the connecting member 330. The front and rear ends of the elastic connecting plate 332 are respectively connected to the force transmission longitudinal beam and the bottom longitudinal beam 20 of the middle frame 2 through two connecting ears 331. At the same time, a plurality of structural weakening grooves 333 are provided on the top of the connecting member 330.

[0082] The collision guiding structure 33 is in the form of a connection piece 330 and an elastic connection plate 332. The structural weakening groove 333 on the top of the connection piece 330 can reduce the strength of the connection piece 330 itself, so as to guide the collision guiding structure 33 to bend upward. The elastic connection plate 332 can play a certain restraining role on the degree of bending of the middle frame 2 relative to the front frame 3, thereby preventing the middle frame 2 from swinging upward too much and exceeding the degree of vehicle tail lift that needs to be reproduced.

[0083] like Figure 3 Combined with Figure 5 As shown, the installation method of the suspension assembly on the front frame 3 and the rear frame 4 can be fixed or position-adjustable. In this embodiment, suspension mounting frames are provided on both sides of the front frame 3, and the two suspension assemblies on the front frame 3 are respectively provided on the suspension mounting frames on the corresponding sides, and the distance between the two suspension mounting frames is adjustable. Specifically, the suspension mounting frame includes a mounting column 320 and a front connecting beam 322 connected between the front end frame 30 and the mounting column 320; the suspension assembly is fixedly mounted on the mounting column 320, and a connecting seat 323 is provided at the front end of the front connecting beam 322, and a connecting plate 324 is correspondingly provided on the front end frame 30. The connecting seat 323 is provided with long holes arranged along the Y direction of the trolley, and the connecting plate 324 is provided with multiple mounting holes arranged at intervals. The connecting seat 323 is screwed into a group of mounting holes by passing bolts through the long holes; by adjusting the position of the connecting seat 323 on the connecting plate 324, the spacing between the front connecting beams 322 and the mounting columns 320 on both sides can be changed, so that the spacing between the suspension assemblies on both sides can be adjusted. At the same time, a transverse connecting beam 321 is supported between the mounting columns 320 on both sides. The transverse connecting beam 321 can adopt a telescopic structure, or replace the transverse connecting beam 321 of different lengths to adapt to the change in the spacing between the mounting columns 320 on both sides.

[0084] The two suspension assemblies on the rear frame 4 can of course be installed in the same manner as on the front frame 3, or in other adjustable spacing forms. Figure 5 As shown, the rear frame 4 includes two groups of side longitudinal beams 40 respectively arranged on the left and right sides, and a connecting crossbeam 41 connected between the side longitudinal beams 40 on both sides. The two suspension assemblies on the rear frame 4 are respectively arranged on the side longitudinal beams 40 on the corresponding sides, and the connecting crossbeam 41 adopts a telescopic structure with adjustable length. Specifically, the connecting crossbeam 41 can adopt a set of multi-section structures, and each section of the beam body is arranged with multiple through holes at intervals. After the length of each section of the beam body is changed, bolts are inserted into the corresponding through holes to fix each section of the connecting crossbeam 41 with adjusted length, so as to achieve the purpose of changing the length of the connecting crossbeam 41. With the adjustment of the length of the connecting crossbeam 41, the spacing between the two groups of side longitudinal beams 40 on both sides will change, thereby changing the spacing of the suspension assemblies on both sides.

[0085] The suspension support is installed on the front frame 3 through the suspension mounting frame, and the installation method of the suspension mounting frame on the front frame 3 adopts a position-adjustable form, so that the distance between the two suspension mounting frames can be changed, and then the wheelbase of the two wheels 10 on the front frame 3 can be changed; the two suspension assemblies on the rear frame 4 are respectively installed on the side longitudinal beams 40 on both sides, and the distance between the side longitudinal beams 40 on both sides can be changed by adjusting the length of the connecting cross beam 41 between the side longitudinal beams 40 on both sides, so as to achieve the purpose of changing the wheelbase between the two wheels 10 on the rear frame 4; in this way, by adjusting the distance between the wheels 10 on both sides on the front frame 3 and the rear frame 4 in a consistent manner, the distance between the wheels 10 on both sides of the trolley can be changed, so that the collision test can be simulated for vehicle models with different wheelbases.

[0086] In addition, if Figure 5 , Figure 6 As shown, the front end of the rear frame 4 is provided with a front connecting frame 42, which is connected to the front end of the side longitudinal beam 40 and is used to connect with the middle frame 2. At the same time, the rear frame 4 of this embodiment is also provided with a brake control system 43, which is used to provide braking force to each wheel 10. Specifically, the brake control system 43 includes a base 430 provided between the side longitudinal beams 40 on both sides of the bottom of the rear frame 4, and a battery 431, a gas tank 432, a power switch 433, a controller 434, a solenoid valve 435, a cylinder 436, a brake pump 437, a reset switch 438 and an indicator light 439 fixed on the base 430. The battery 431, power switch 433, controller 434, solenoid valve 435, reset switch 438 and indicator light 439 constitute a circuit unit, which is mainly used to supply power to the solenoid valve 435 to realize air circuit control; the air tank 432, cylinder 436 and solenoid valve 435 constitute an air circuit unit, which is used to provide a pressure source for the brake pump 437. The brake pump 437 and related oil circuits constitute an oil circuit unit, which is used as a system terminal to provide braking force to the four wheels 10, and specifically includes the brake pump 437 and an oil pot, an oil pipe, brake fluid, a tee and four drum brakes.

[0087] When in use, first press the solenoid valve switch to make the battery 431 supply power to the solenoid valve 435 (voltage 12V), then press the power switch to supply power to the entire circuit and indicator light 439 (voltage 5V). During the test, the trigger switch feeds back the collision signal to the controller 434, and the delay signal (the delay setting can be accurate to 10ms) controls a valve of the solenoid valve 435 to open, and the high-pressure gas provided by the gas tank 432 is released into the cylinder 436 through the air pipe, pushing the cylinder piston, and then pushing the push rod of the brake pump 437 to achieve the braking effect. After braking, press the reset switch 438, the other valve of the solenoid valve 435 opens (the previous valve is closed), the cylinder piston returns, the brake pump 437 returns, the oil circuit is depressurized, and the entire brake control system 43 returns to the waiting state.

[0088] By configuring the brake control system 43 on the rear frame 4, the braking condition of the vehicle before the collision can be simulated more realistically. By using the brake control system 43 to timely control the brakes on each wheel 10, the pre-brake test test items of the collision test trolley can be realized. The specific implementation of the brake can be flexibly set. For example, during the collision test, the trolley is driven by the traction device at a speed of 80km / h. The brake control system 43 performs early braking through the set braking time, that is, pre-braking, and the collision with the front-end buffer damping device occurs when the vehicle speed is reduced to 50km / h, which can well replicate the actual working condition of the actual vehicle during the collision.

[0089] For the above suspension assembly, the suspension structure arrangement on the existing vehicle can be referred to. However, the suspension assembly provided in this embodiment provides conditions for adjusting the center of mass height of the collision test trolley; an exemplary structure thereof is as follows: Figure 7 , Figure 8 and Fig. 9 shown.

[0090] In general, the suspension assembly includes a suspension body 1 and a wheel mounting frame arranged on the suspension body 1, and the wheel mounting frame is used to mount a wheel 10. The suspension body 1 includes a back plate 11 for connecting to a vehicle frame, a wheel mounting seat 14 movably arranged on the back plate 11, and a shock absorber 13; the wheel mounting frame is arranged on the wheel mounting seat 14, the top height position of the shock absorber 13 is adjustable on the back plate 11, and the bottom of the shock absorber 13 is connected to the wheel mounting.

[0091] It should be pointed out that based on the above-mentioned overall design concept, the technical solution of the present invention can adopt a variety of different specific implementation structures, forms or configuration sequences. For example, the position adjustment method of the wheel mounting seat 14 on the back plate 11 can adopt a screw structure, and the wheel mounting seat 14 can be locked after rotating the screw to a suitable position, or it can be locked after the slide groove moves; the specific setting sequence, device mode, etc. of the shock absorber 13, the wheel mounting seat 14, the wheel mounting frame, etc. can also be flexibly adjusted. For the parts required for the implementation of the overall solution but not involved in the above-mentioned overall setting, reasonable and flexible design can be made with reference to the mature setting means in the field, the actual situation during implementation, etc. The specific implementation scheme described below in this embodiment is only one of the better solutions that can be formed by the above-mentioned various combinations and their changes. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the above-mentioned various specific forms of combination and its changes, as well as the specific implementation scheme of this embodiment, are all within the scope of protection of the present invention.

[0092] The frame equipped with the suspension assembly can be an integrated frame or a split frame. The frame of this embodiment includes a front frame 3, a middle frame 2 and a rear frame 4 connected front and rear, and a suspension assembly of this embodiment is respectively arranged on the left and right sides of the front frame 3 and the rear frame 4 to complete the installation of four wheels 10. By adjusting the height of the top of the shock absorber 13 on the back plate 11 on the four suspension assemblies respectively, the height position of the shock absorber 13, the wheel mounting seat 14 and the wheel 10 can be changed, and then the center of mass height of the entire trolley can be changed.

[0093] Specifically, the back plate 11 of the present embodiment is provided with a plurality of groups of mounting holes 110, and each group of mounting holes 110 is arranged at intervals in the front-to-back direction of the frame; the back plate 11 can be fixedly connected to the frame through any group of mounting holes 110. The back plate 11 is provided with mounting holes 110, and the back plate 11 can be screwed and fastened to the screw holes reserved on the frame through the mounting holes 110 using fasteners such as mounting bolts 18. A plurality of groups of mounting holes 110 are provided on the back plate 11, and the plurality of groups of mounting holes 110 are arranged at intervals in the front-to-back direction of the frame. By selecting mounting holes 110 at different front-to-back positions, the front-to-back position of the back plate 11 on the frame can be adjusted. In this way, by relatively adjusting the back plate 11 of the front and rear wheels of the trolley, the purpose of changing the wheelbase of the front and rear wheels of the trolley can be achieved.

[0094] Based on the setting of the back plate 11, the top of the shock absorber 13 can be fixed on the back plate 11 through the shock absorber seat 12, and the shock absorber seat 12 is set in a form of adjustable height position on the back plate 11 to achieve height adjustment of the fixed position of the top of the shock absorber 13 on the back plate 11. Specifically, the back plate 11 of this embodiment is provided with a plurality of shock absorber seat fixing holes 112, each of which is constructed as a long strip hole arranged up and down, and the shock absorber seat 12 is fixed on the back plate 11 by a fastener penetrating the shock absorber seat fixing hole 112.

[0095] The shock absorber seat 12 is arranged on the back plate 11, which provides a good installation foundation for the installation and fixation of the top of the shock absorber 13. In this embodiment, three first fastening bolts 120 are passed through the shock absorber seat 12 to firmly connect the shock absorber 13 to the shock absorber seat 12. The shock absorber seat 12 adopts a position-adjustable structure, and the height of the shock absorber seat 12 on the back plate 11 can be changed. Not only can the height position of the shock absorber 13, the wheel mounting seat 14 and the wheel 10 on the frame be changed accordingly according to the need of adjusting the position of the wheel mounting seat 14, but also the hardness of the shock absorber 13 can be changed. Specifically, the connection between the shock absorber seat 12 and the back plate 11 is achieved by passing the second fastening bolt 121 through the shock absorber seat fixing hole 112 on the back plate 11, and the second fastening bolt 121 is used to install the shock absorber seat 12 in a locking manner with a nut. By adjusting the height position of the second fastening bolt 121 in the shock absorber seat fixing hole 112, the purpose of adjusting the position of the shock absorber seat 12 can be conveniently achieved.

[0096] In addition, if Figure 3 As shown, the back plate 11 of this embodiment is provided with a limit column with adjustable height position, which can be used to limit the height position of the shock absorber 12 and / or the highest position of the wheel mounting seat 14. Limit columns are respectively arranged above the shock absorber 12, the wheel mounting seat 14, etc., to form a pressing limit for the shock absorber 12 and the wheel mounting seat 14 above; the limit column located above the shock absorber 12 abuts against the shock absorber 12, which can improve the reliability of the fixed position of the shock absorber 12 on the back plate 11; the limit column located above the wheel mounting seat 14 can be fixed at the upper limit position of the wheel mounting seat 14 to achieve the limit of the highest position of the wheel mounting seat 14, thereby improving the shock absorption performance and load-bearing performance of the suspension assembly.

[0097] Of course, there are many design forms of the limit column. In this embodiment, an upper top screw bracket 111 is provided on the top of the back plate 11, and a lower top screw bracket 113 is fixedly installed on the back plate 11 above the wheel mounting seat 14. The limit column includes an upper top screw 171 screwed on the upper top screw bracket 111, and a lower top screw 172 screwed on the lower top screw bracket 113; by screwing and rotating the upper top screw 171 or the lower top screw 172, their height positions on the back plate 11 can be changed, the bottom end of the upper top screw 171 abuts against the shock absorber seat 12 to limit the height position of the shock absorber seat 12, and the bottom end of the lower top screw 172 is adjusted to the limit position of the wheel mounting seat 14 to limit the highest position of the wheel mounting seat 14. In addition, by fine-tuning the upper top screw 171 and the lower top screw 172, the height of the shock absorber seat 12 and the wheel mounting seat 14 can also be fine-tuned.

[0098] As mentioned above, there are many different structural solutions for the up and down movement of the wheel mounting seat 14 on the back plate 11. In this embodiment, the wheel mounting seat 14 is provided with a plurality of mounting plate connection holes 140, each mounting plate connection hole 140 is constructed as a long hole arranged up and down, and the wheel mounting seat 14 is installed on the back plate 11 by fasteners penetrating through the mounting plate connection holes 140. The fasteners are fixedly connected to the back plate 11, and the fasteners are slidably arranged in the mounting plate connection holes 140, thereby allowing the wheel mounting seat 14 to move up and down relative to the back plate 11. The movable installation method using bolt pairs and long holes has the advantages of simple structure, high efficiency, and easy processing and construction. Similar to the height adjustment method of the shock absorber seat 12, when the mounting bolt 18 passed through the mounting plate connecting hole 140 slides up and down and changes its position in the mounting plate connecting hole 140, the wheel mounting seat 14 can be moved up and down on the back plate 11. The two mounting plate connecting holes 140 are arranged at intervals on the left and right to ensure the movement stability and reliability of the wheel mounting seat 14 on the back plate 11.

[0099] In order to improve the stability of the connection structure of the wheel 10 on the suspension assembly and the shock absorption effect between the shock absorber 13 and the wheel mounting frame, the wheel mounting frame of this embodiment includes a swing arm mechanism hinged to the wheel mounting seat 14, and a wheel mounting plate 100 mounted on the swing arm mechanism for fixing the wheel 10. Among them, the shock absorber 13 is hinged to the top of the swing arm mechanism, and as the shock absorber 13 is extended and retracted, the wheel 10 swings up and down relative to the wheel mounting seat 14 to form a good shock absorption effect.

[0100] Specifically, in the present embodiment, there are two wheel mounting seats 14 arranged at intervals in the upper and lower parts. Accordingly, the swing arm mechanism includes an upper swing arm mechanism 15 and a lower swing arm mechanism 16 respectively arranged on the two wheel mounting seats 14; the bottom of the shock absorber 13 is hinged to the upper swing arm mechanism 15, and the wheel mounting plate 100 is connected to both the upper swing arm mechanism 15 and the lower swing arm mechanism 16.

[0101] Two wheel mounting seats 14 are arranged at intervals up and down, which provides an assembly basis for the setting of the double swing arm, and also facilitates the synchronous swing of the upper swing arm mechanism 15 and the lower swing arm mechanism 16, forming a transmission effect of a four-bar linkage mechanism, so that the wheel 10 can move up and down in a translational manner under the swing drive of the two swing arm mechanisms, while achieving good shock absorption and ensuring the stability of the trolley movement. The double swing arm design of the upper swing arm mechanism 15 and the lower swing arm mechanism 16 enhances the stability of the connection structure of the wheel mounting plate 100 through the upper and lower connections with the wheel mounting plate 100, thereby ensuring the stability of the wheel 10.

[0102] Specifically, the upper swing arm mechanism 15 of the present embodiment includes an upper bracket 151 fixedly connected to the upper portion of the wheel mounting plate 100, and an upper swing arm 150 hinged between the upper bracket 151 and the upper wheel mounting seat 14, and the shock absorber 13 is hinged to the top of the upper bracket 151. The lower swing arm mechanism 16 can be arranged with reference to the upper swing arm mechanism 15, that is, the lower swing arm mechanism 16 includes a lower bracket 161 fixedly connected to the lower portion of the wheel mounting plate 100, and a lower swing arm 160 hinged between the lower bracket 161 and the lower wheel mounting seat 14.

[0103] The upper swing arm mechanism 15 adopts the articulation form of the upper swing arm 150 and the upper bracket 151, and the lower swing arm mechanism 16 adopts the articulation form of the lower swing arm 160 and the lower bracket 161, and the structure is simple and efficient; the upper swing arm 150 and the lower swing arm 160 extend from the articulation part of the wheel mounting seat 14 toward the outside of the vehicle, and their ends are articulated and connected with the corresponding upper bracket 151 and the lower bracket 161, which can well achieve the swing effect. Among them, the upper swing arm 150 preferably adopts a downward arched arc design, and sufficient space is reserved above the upper swing arm 150 to avoid interference with the bottom of the shock absorber 13, avoiding the risk of collision between the upper swing arm mechanism 15 and the shock absorber 13 during a collision; the lower swing arm 160 can also refer to the use of a downward arched arc structure.

[0104] Based on the above-mentioned setting, preferably, each hinged part in the swing arm mechanism adopts a flexible connection to form a buffer when a force occurs between the two hinged parts. Specifically, the axle pins installed at the hinged parts at both ends of the upper swing arm 150 and the lower swing arm 160 can be sleeved with wear-resistant rubber sleeves, so as to form a certain buffer effect between the axle pin and the hinge hole to form a flexible connection. This can greatly improve the stability of the suspension assembly, so that the vehicle can swing up and down smoothly based on the flatness of the road surface during driving, so as to achieve good body stability and improve the problem of deviation when the wheels jump up and down.

[0105] As can be seen from the above, the suspension assembly of the present embodiment uses the back plate 11 as the installation base to complete the installation and fixation of the suspension assembly on the frame, and the wheel mounting seat 14 is set on the back plate 11 in a movable manner, so that the wheel 10 can vibrate up and down relative to the trolley when the trolley is moving, and buffering is achieved through the elastic expansion and contraction of the shock absorber 13; at the same time, by adjusting the height position of the top of the entire shock absorber 13 on the back plate 10, the relative height position between the tire assembly shock absorber 13, the wheel mounting seat 14 and the wheel 10 and the frame can be changed, thereby achieving the effect of changing the height of the trolley, and then realizing the adjustment of the height of the center of mass of the trolley.

[0106] Combined with the above-mentioned adjustable position installation method of the suspension mounting frame on the front frame 3, and the assembly form of the adjustable spacing of the side longitudinal beams 40 on both sides of the rear frame 4, when four sets of suspension assemblies are used to install four wheels 10 on the collision test trolley, the center of mass height of the entire collision test trolley can be changed by adjusting the height of the wheels 10 on the four suspension assemblies respectively; the wheelbase of the trolley can be changed by changing the front and rear fixed positions of the back plates 11 of each set of suspension assemblies on the frame; the wheelbase of the trolley can be changed by adjusting the spacing of the suspension assemblies on both sides. In general, the above-mentioned overall setting can realize the position adjustment of the wheels 10 in the X, Y and Z directions on the trolley, so that it can simulate collision tests of models with different wheelbases or different center of mass heights, and more comprehensively meet the research and development needs.

[0107] The specific adjustment range of the size can be reasonably set according to the conditions of the vehicle model to be touched. For example, the up and down adjustment range of the shock absorber seat 12 on the back plate 11 can be set to ±50mm, and the upper top screw 171 is used to limit the position to prevent the shock absorber 13 from moving up and down during the bounce. Correspondingly, the up and down vertical adjustment range of the wheel mounting seat 14 on the back plate 11 can also be set to ±50mm, and the lower top screw 172 is used to limit the position.

[0108] Of course, in addition to being used on collision test trolleys, the suspension assembly of the present invention can also be used on conventional vehicles; the tire size on the wheel 10, as well as the shock absorbing hardness, height size and other specification parameters of the shock absorber 13 can be changed and adjusted according to needs so that the suspension assembly can meet various differentiated needs.

[0109] In addition, in combination with the driver's seat position and height, vehicle mass center and other parameter requirements on the collision test model, in addition to adjusting the height position of the wheel 10 on the suspension assembly, the welding height of the body-in-white can be changed by increasing or decreasing the height of the seat reinforcement seat 26 on the chassis, or by changing the longitudinal dimensions of the bottom longitudinal beam 20 and the bottom cross beam 21 in the chassis to achieve the purpose of adjusting the Z-direction parameters of the vehicle. At the same time, by configuring mass counterweights on the front frame 3 and the rear frame 4, and adjusting the position and weight of the counterweights, the two design requirements of the vehicle mass center X-direction parameters and axle load ratio adjustment can be met.

[0110] Based on the weight requirements of the collision test system, a more suitable profile can be selected by comparing the mass of profiles (including plates, square tubes and round tubes, etc.) with different structures, wall thicknesses and sizes. By calculating the material density, weight reduction optimization and analyzing its strength, the wall thickness of the profile can be appropriately thinned, or weight reduction holes can be designed on the plate to ensure the collision strength and reduce the overall mass of the trolley.

[0111] In summary, the collision test trolley of this embodiment adopts a split design for the frame. By configuring the middle frame 2 of different sizes and specifications to carry the white body of different models, the collision conditions of different models can be simulated and reproduced, and the front frame 3 and the rear frame 4 can be universal; moreover, each collision test mainly replaces the most severely damaged front frame 3, which can effectively reduce the test cost of automobile collision while better reproducing the changes in the collision posture of the whole vehicle. Moreover, since the frame is constructed by the front frame 3, the middle frame 2 and the rear frame 4 that are separately constructed and sequentially assembled and connected, not only can the size of each frame be changed by adjusting the length of the beam body on each frame according to the actual situation of different models, so as to better fit the size requirements of the test model; moreover, in the process of multiple collision tests, according to the damage of different sub-frames, the corresponding sub-frames or the corresponding damaged parts on the frame can be replaced and repaired in a targeted manner, thereby greatly reducing the comprehensive cost of the collision test.

[0112] Through the ingenious design of the suspension assembly and its installation method, the wheelbase, track width, center of mass, etc. of the collision test trolley of the present invention can be flexibly adjusted, so that it can replace different models for collision experiments, and can truly reproduce the complete movement postures of the actual vehicle during the collision process, such as Y-direction tail swing and Z-direction tail lift. Using the collision test trolley of the present invention to replace the actual vehicle for collision testing can not only greatly reduce the test cost, but also can be repeated at different vehicle speeds to obtain complete experimental data. For example, it replaces the actual vehicle to carry out the front wheel mounting plate 100% overlap rigid barrier (FRB) collision test at 50km / h and the front 50% overlap moving progressive deformation barrier (MPDB) collision test; it also includes other front and side collision tests under medium and low speed test conditions, such as 25km / h FRB collision test, 35km / h front column collision test, 35km / h truck rear-end collision and component subsystem test (such as energy absorption box collision, anti-collision beam collision, vehicle front cabin module and A, B column, etc.).

[0113] Relying on the mobile collision and damping buffer system, by adjusting the trolley's counterweight and parameters such as wheelbase, track width, and center of mass, the collision waveform of the actual vehicle, the matching of the vehicle restraint system, and the injury of the driver and passengers can be perfectly simulated; finally, the whole vehicle collision test is carried out in this form, which can provide reliable experimental data for the improvement, optimization, and finalization of the actual vehicle, and can greatly reduce the research and development cost of the whole vehicle; according to the test results, the whole vehicle front and rear occupant injury test research, front occupant active seat belt test research, and component subsystem test research can be carried out, and the research in the field of whole vehicle and subsystem development and testing can be expanded.

[0114] Next, the collision test device of this embodiment is described as follows.

[0115] In general, the collision test device of this embodiment includes a base, and a full frontal collision buffer unit 6 and a frontal offset collision buffer unit 7 alternately arranged on the base. Among them, a mounting base 52 is provided on the side of the base that bears the impact of the test vehicle, the full frontal collision buffer unit 6 includes a plurality of first damping mechanisms 61 arranged at intervals on the mounting base 52, and the frontal offset collision buffer unit 7 includes a second damping mechanism arranged on the left half or the right half of the mounting base 52; when impacted by the test vehicle, the first damping mechanism 61 and the second damping mechanism can both collapse and deform to slow down the travel speed of the test vehicle.

[0116] Specifically, if Fig.11 and Fig.12 ,as well as Fig.17 As shown, the base of this embodiment includes a fixed base plate 50, a mounting base plate 52, and a support frame 51 connected and supported between the fixed base plate 50 and the mounting base plate 52; wherein the fixed base plate 50 can be directly fixed on a fixed facility such as a wall at the test site, and the mounting base plate 52 is located on the side that bears the impact of the vehicle, and is used to arrange a full frontal collision buffer unit 6 or a frontal offset collision buffer unit 7; the support frame 51 can adopt multiple longitudinal beams and inclined beams to form a triangular reinforcement structure between the mounting base plate 52 and the fixed base plate 50 to ensure that the support frame 51 has sufficient supporting strength.

[0117] Based on the setting of the mounting substrate 52, preferably, a plurality of assembly holes 520 may be arranged at intervals on the mounting substrate 52, and the first damping mechanism 61 and the second damping mechanism are both fixedly mounted on the mounting substrate 52 through some of the assembly holes 520; the first damping mechanism 61 and the second damping mechanism can be arranged in different assembly holes 520 to adjust the arrangement positions of the first damping mechanism 61 and the second damping mechanism on the mounting substrate 52. That is, when the assembly holes 520 used for fixing are changed to install the full frontal impact buffer unit 6 or the frontal offset impact buffer unit 7, the arrangement positions of the first damping mechanism 61 and the second damping mechanism on the mounting substrate 52 can be changed.

[0118] A large number of assembly holes 520 are arranged at intervals on the mounting substrate 52 as the mounting holes of the first damping mechanism 61 or the second damping mechanism. By selecting different assembly holes 520 to install and fix the first damping mechanism 61 or the second damping mechanism, the arrangement positions of the first damping mechanism 61 and the second damping mechanism can be changed, thereby making the position adjustment operation of the second damping mechanism and each first damping mechanism 61 simpler and faster. Moreover, by reasonably arranging the arrangement forms of each first damping mechanism 61, the front end of the test vehicle can be subjected to less force at the upper end and greater force at the lower end during the collision process, thereby accurately replicating the tail-lifting action during the collision process of the actual vehicle. For different models with different center of mass heights, by appropriately adjusting the arrangement positions of each first damping mechanism 61, the tail-lifting action of different models can be well achieved.

[0119] Regarding the specific configuration of the full frontal collision buffer unit 6, there are of course a variety of different structural solutions to choose from. Fig.13 , Fig.14 and Fig.15 As shown, each first damping mechanism 61 in the full frontal collision buffer unit 6 is fixedly mounted on the mounting base 52 through the first fixing seat 60. Specifically, a fixed mounting plate 600 is provided on the first fixing seat 60, and the fixed mounting plate 600 is arranged to extend in the direction of the oncoming vehicle of the test vehicle, and the first damping mechanism 61 is installed on the fixed mounting plate 600. By arranging the first fixing seat 60 on the mounting base 52 as the mounting base of the first damping mechanism 61, and installing the first damping mechanism 61 by using the fixed mounting plate 600 extending in the collision direction of the test vehicle, a certain safety distance can be set between the first damping mechanism 61 and the mounting base 52, so as to prevent the test vehicle from directly colliding with the mounting base 52 at the end of the collision and causing damage to the base.

[0120] In addition, if Fig.14 and Fig.15As shown, the connection position of the fixed mounting plate 600 on the first fixing seat 60 of this embodiment is adjustable, so that the distance between the first damping mechanism 61 and the first fixing seat 60 can be adjusted. The connection position of the fixed mounting plate 600 on the first fixing seat 60 is adjustable, and the length of the first damping mechanism 61 protruding can be changed. That is, the safety distance between the first damping mechanism 61 and the mounting base plate 52 is adjustable, which can meet the collision needs of the test vehicle at different vehicle speeds, and ensure that the vehicle will not directly hit the mounting base plate 52 after the first damping mechanism 61 collapses and deforms. There are of course many ways to fix the fixed mounting plate 600 on the first fixing seat 60. In this embodiment, a plurality of groups of first connecting holes 602 for connecting the first fixing seat 60 are arranged at intervals on the fixed mounting plate 600. By selecting different groups of first connecting holes 602 to connect the first fixing seat 60, the purpose of changing the connection position of the fixed mounting plate 600 on the first fixing seat 60 can be achieved.

[0121] Of course, each first damping mechanism 61 in the full frontal collision buffer unit 6 can adopt a uniform protruding length specification, such as Fig.10 As shown in ; different protrusion lengths can also be used to form a multi-level damping echelon, such as Fig.13 Specifically, in this embodiment, Figures 13 to 15 As shown, the multiple first damping mechanisms 61 include a primary damping mechanism 611 arranged in the middle of the mounting substrate 52, and secondary damping mechanisms 612 respectively arranged in the left and right halves of the mounting substrate 52; wherein the primary damping mechanism 611 is protruded toward one side of the test vehicle relative to the secondary damping mechanism 612. Each first damping mechanism 61 in the full frontal collision buffer unit 6 is divided into two-stage configurations with different protrusion lengths. The primary damping mechanism 611 is first crushed by the impact of the vehicle to reproduce the primary waveform, and then the secondary damping mechanism 612 is crushed by the impact of the vehicle to reproduce the secondary waveform, thereby better reproducing the acceleration change waveform curve of the vehicle impact.

[0122] There are of course many options for setting the specific protruding length of the primary damping mechanism 611 and the secondary damping mechanism 612. The connection position of the fixed mounting plate 600 on the first fixing seat 60 can be adjusted, the length of the primary damping mechanism 611 itself can be increased, or Fig.15As shown in the figure, a first extension connecting plate 601 is added between the fixed mounting plate 600 and the primary damping mechanism 611. Specifically, the primary damping mechanism 611 of this embodiment is connected to the fixed mounting plate 600 through the first extension connecting plate 601, and each secondary damping mechanism 612 is directly fixed to the end of the fixed mounting plate 600, which makes the primary damping mechanism 611 more prominent than each secondary damping mechanism 612 and can first withstand the collision of the vehicle. At the same time, the first extension connecting plate 601 and the fixed mounting plate 600 are connected by a first shear structure 62 that can be broken under a set impact force.

[0123] The primary damping mechanism 611 is connected to the fixed mounting plate 600 through the first extended connecting plate 601, and the first shear structure 62 is arranged between the first extended connecting plate 601 and the fixed mounting plate 600. When the primary damping mechanism 611 is crushed by impact and reaches a certain distance, when the impact force reaches the shear force value of the first shear structure 62, the first shear structure 62 will be sheared, so that the first extended connecting plate 601 and the fixed mounting plate 600 are disconnected; in this process, the secondary waveform will be reproduced due to the force cutting of the first shear structure 62; then the secondary damping mechanism 612 will be crushed by the collision, thereby reproducing the tertiary waveform of the maximum peak curve, and the coordinated buffering effect of the primary damping mechanism 611, the first shear structure 62 and the secondary damping mechanism 612 will realize the reproduction of the three-level waveform of the vehicle during a full frontal collision, which is conducive to better presenting the posture changes and waveform conditions during a real vehicle collision.

[0124] There are also a variety of different structural solutions available for the specific configuration of the frontal offset collision buffer unit 7. Figures 16 to 19 As shown, the second damping mechanism is fixed on the mounting base plate 52 via a second fixing seat 70. The second fixing seat 70 can be circular, regular hexagonal or other structural forms, and is directly fixed to one side of the middle part of the base via an assembly hole 520 so that the front end front offset collision part of the vehicle collides with the front offset collision buffer unit 7.

[0125] Specifically, the second fixing seat 70 of the present embodiment is provided with a primary damper fixing frame 701 and a plurality of secondary damper fixing frames 702 arranged around the primary damper fixing frame 701; accordingly, the second damping mechanism includes a primary damper 71 arranged on the primary damper fixing frame 701, and a plurality of secondary dampers 72 respectively arranged on each secondary damper fixing frame 702; and the primary damper 71 is protruded toward one side of the test vehicle relative to the secondary damper 72. The second damping mechanism is installed on the mounting base 52 using a second fixing seat 70, which can better realize the assembly between the frontal offset collision buffer unit 7 and the base; a first-level damper fixing frame 701 and multiple second-level damper fixing frames 702 are arranged on the second fixing seat 70, a first-level damper 71 with a larger protruding length is provided on the first-level damper fixing frame 701, and a second-level damper 72 with a shorter protruding length is provided on each second-level damper fixing frame 702, so that the arrangement effect similar to the first-level damping mechanism 611 and the second-level damping mechanism 612 can be achieved; the coordinated buffering effect of the first-level damper 71 and the second-level damper 72 can well reproduce the first-level and second-level waveforms during the frontal offset collision of the vehicle.

[0126] Based on the above-mentioned setting, the primary damper 71 of this embodiment is connected to the primary damper fixing frame 701 through the second extension connecting plate 73, and the connection positions of the second extension connecting plate 73 on the primary damper fixing frame 701 and the primary damper 71 are preferably both in an adjustable form, so as to adjust the distance between the primary damper 71 and the second fixing seat 70. There are many specific adjustable forms, of course. The two ends of the second extension connecting plate 73 of this embodiment are arranged with a plurality of second connection holes 730 at intervals. By selecting different second connection holes 730 to fix the second extension connecting plate 73 to the primary damper fixing frame 701 or the damper base 80 of the primary damper 71, the connection position of the second extension connecting plate 73 can be changed.

[0127] A second extended connecting plate 73 is arranged between the primary damper 71 and the primary damper fixing frame 701. By adjusting the connection position of the second extended connecting plate 73 on the primary damper fixing frame 701, or adjusting the connection position of the second extended connecting plate 73 on the primary damper 71, the protruding length of the primary damper 71 can be flexibly adjusted, thereby changing the interval time between the primary collision waveform and the secondary collision waveform, thereby better replicating the actual vehicle collision situation.

[0128] Similar to the arrangement of the first shear structure 62 in the full frontal collision buffer unit 6, preferably, the second extension connecting plate 73 of this embodiment and the first-stage damper fixing frame 701 are connected by a second shear structure (not shown in the figure) that can break under a set impact force. At the same time, a guide mechanism 74 is provided between the first-stage damper 71 and the first-stage damper fixing frame 701; the guide mechanism 74 is used to guide the first-stage damper 71 to move toward the first-stage damper fixing frame 701 in the impact direction of the test vehicle.

[0129] Based on the setting of the second extended connecting plate 73, similar to the role played by the first shear structure 62 in the full frontal collision buffer unit 6, a second shear structure is used to connect the second extended connecting plate 73 and the first-level damper fixing frame 701. After the first-level damper 71 is crushed by the impact and reaches a certain distance, when the impact force reaches the shear force value of the second shear structure, the second shear structure will be sheared, so that the second extended connecting plate 73 and the first-level damper fixing frame 701 are disconnected; in this process, the second-level waveform will be reproduced due to the force cutting of the second shear structure; then the second-level damper 72 will be crushed by the collision, thereby reproducing the third-level waveform of the maximum peak curve; in this way, the coordinated buffering effect of the first-level damper 71, the second shear structure and the second-level damper 72 will realize the reproduction of the third-level waveform of the vehicle during the frontal offset collision, which is conducive to better presenting the posture changes and waveform conditions during the actual vehicle collision.

[0130] The setting of the guide mechanism 74 can well guide the primary damper 71 to collapse and move along the direction of the vehicle collision, so as to well act the impact force on the second shear structure. There are of course multiple options for the specific setting form of the second shear structure and the first shear structure 62; in this embodiment, the first shear structure 62 includes a shear fixing base installed on the first extension connecting plate 601, a shear failure material installation gear, a shear failure material and a shear plate, and holes of different sizes can be set in the installation gear for installing shear failure materials of different diameters to achieve different shear forces during the collision, thereby corresponding to different set impact forces; the second shear structure can be set with reference to the first shear structure 62.

[0131] In addition, each of the first damping mechanisms 61, the primary damper 71, and the secondary damper 72 of this embodiment preferably adopts a damper form having a damper base 80; specifically, Fig.19As shown, the first damping mechanism 61, the primary damper 71 and the secondary damper 72 all include a damper base 80 and a plurality of damper tubes 8 arranged on the damper base 80; wherein the damper base 80 is used to install the entire damper, and in the front offset collision buffer unit 7, the damper base 80 is fixedly mounted on the secondary damper fixing frame 702 or the second extended connecting plate 73, and in the full front collision buffer unit 6, the damper base 80 is fixedly mounted on the fixed mounting plate 600 or the first extended connecting plate 601, and each damper tube 8 on the damper base 80 is extended and arranged along the collision direction of the vehicle toward the oncoming direction of the vehicle to withstand the collision of the vehicle.

[0132] Based on the above arrangement, preferably, the number of damping tubes 8 on the primary damper 71 of this embodiment is greater than the number of damping tubes 8 on the secondary damper 72. According to the different positions and number arrangements of the primary damper 71 and the secondary damper 72, the primary damper 71 uses a larger number of damping tubes 8, which can provide sufficient buffering force in the initial stage of vehicle collision, so as to be more in line with the primary waveform of acceleration during a real vehicle collision.

[0133] The collision test device of the present invention has a wide range of applications, can reproduce the collision acceleration waveforms of different collision test conditions, and can achieve the pitch and yaw of the vehicle during the actual vehicle collision process, which is closer to the results of the actual vehicle collision, and can be used for restraint system matching during vehicle model development. The use of the collision test device of the present invention in conjunction with a suitable collision trolley can reduce the number of vehicles used for collision tests, reduce the cost of vehicle development, and is also conducive to expanding research in the field of development and testing of the entire vehicle and its subsystems.

[0134] To sum up, the collision test device of this embodiment forms a full frontal collision buffer unit 6 by arranging multiple first damping mechanisms 61 on the base. When the vehicle is subjected to a full frontal collision test, each first damping mechanism 61 can withstand the impact of the vehicle to slow down its speed, thereby achieving the test effect of vehicle collision; the reasonable damping force and position setting of each first damping mechanism 61 can enable the vehicle to reproduce the acceleration waveform and tail-turning action of the actual vehicle during the collision process; the second damping mechanism arranged at an appropriate position of the mounting substrate 52 of the base forms a frontal offset collision buffer unit 7, which can also reproduce the whole vehicle waveform and tail-turning action of the vehicle during the frontal offset collision process, and is therefore conducive to reproducing the posture changes and waveform conditions during the vehicle collision process.

[0135] The vehicle collision test system of the present invention is formed by combining the above-mentioned collision test device with the collision test trolley, which can replace the actual vehicle for repetitive collision tests. During a full frontal collision test, by adjusting the number, position, length or damping strength of the first damping mechanism 61 arranged on the base, the acceleration waveform of the collision test trolley in the front and rear directions during the collision, and the tail-lifting action of the trolley can be made consistent with the actual vehicle collision; during a frontal offset collision, by adjusting the position, length or damping strength of the second damping mechanism arranged on the base, the tail-swinging action of the collision test trolley during the collision can be made consistent with the actual vehicle collision; thus, the collision test trolley can replace the actual vehicle for collision testing, and the posture changes and waveforms during the vehicle collision can be well reproduced.

[0136] Embodiment 2

[0137] This embodiment relates to a vehicle collision test method, which is based on the vehicle collision test system provided in the first embodiment.

[0138] In general, the test method includes the following steps:

[0139] S1. A detection unit is arranged on the collision test trolley, so that the collision test trolley collides with the collision test device at a set speed, and the acceleration waveform or impact force-displacement curve of the collision test trolley in the front-to-back direction and the acceleration waveform in the left-right and up-down directions during the collision are obtained through the detection unit;

[0140] S2, adjusting the number, position, length or damping force of the first damping mechanism 61 arranged on the base, so that the acquired acceleration waveform or the impact force-displacement curve in the front-back direction and the acceleration waveform in the up-down direction are consistent with the actual vehicle collision;

[0141] S3, adjusting the position, length or damping force of the second damping mechanism arranged on the base so that the acquired acceleration waveform in the left and right directions is consistent with the actual vehicle collision;

[0142] S4. Perform multiple collision tests using the collision test trolley instead of the actual vehicle to verify the safety performance of the vehicle restraint system.

[0143] Specifically, when the full frontal collision waveform of a real vehicle needs to be replicated, a full frontal collision buffer unit 6 is provided on the base of the collision test device, and the actual acceleration waveform and curve of the real vehicle need to be obtained in advance based on the real vehicle collision test.

[0144] Afterwards, by adjusting the number, position, length or damping strength of each first damping mechanism 61 in the full frontal collision buffer unit 6, including adjusting the length of the damping tube 8, selecting the first shear structure 62 of suitable shearing material, adjusting the connection position of the fixed mounting plate 600 on the first fixed seat 60, selecting a collision guide structure 33 of suitable strength, etc.; finally, the acceleration waveform or impact force-displacement curve in the front-to-back direction (X direction) of the vehicle detected and obtained by the detection unit during the collision of the collision test trolley is consistent with the actual acceleration waveform and curve of the actual vehicle, so that the acceleration waveform of the actual vehicle in the X direction can be perfectly replicated. Similarly, by adjusting the number, position, length or damping strength of each first damping mechanism 61, the acceleration waveform in the up-down direction (Z direction) of the vehicle obtained is consistent with the actual acceleration waveform of the actual vehicle, so that the pitch motion posture occurring during the collision of the vehicle can be perfectly reproduced.

[0145] An exemplary X-direction acceleration waveform of a collision vehicle obtained during a vehicle collision is as follows: Fig. 20 As shown, an exemplary X-direction impact force-displacement curve is as follows Fig.21 As shown. It can be seen from the X-direction impact force-displacement curve of the whole vehicle that the impact force value is large or small when the vehicle moves forward at different distances. When the force value of a single damping tube 8 is known, if you want to make the collision test trolley replicate the acceleration waveform of the actual vehicle, you can know the number of damping tubes 8 that need to be contacted when moving forward at different distances by calculation, and you can determine the lengths of different damping tubes 8; from the acceleration waveform of the whole vehicle in the X direction, it can be seen that when the collision test trolley is subjected to a certain force value (peak), the first shear structure 62 fails, and at this moment the acceleration waveform of the vehicle in the X direction will reach the trough position. That is, when the failure force of the first shear structure 62 is known, the time when the trough of the acceleration waveform in the X direction appears can be changed by matching different failure materials. Through the above adjustments, the waveform and curve generated by the collision of the collision test trolley can eventually be made completely consistent with the actual vehicle, thereby perfectly replicating the waveform and posture changes of the collision of the actual vehicle.

[0146] For the detection unit, existing acceleration sensors, displacement sensors, etc. can be used. When conducting the above-mentioned full frontal collision test, a three-axis acceleration sensor can be arranged at the center of mass of the vehicle (collision test trolley or real vehicle) to obtain the acceleration waveform in the front-to-back direction and the up-down direction; or a displacement sensor can be configured on the vehicle to obtain the impact force-displacement curve in the front-to-back direction. When conducting the following frontal offset collision test, an X-axis acceleration sensor can be set on each side of the vehicle to obtain the following acceleration waveforms: Fig. 22 The Y-direction acceleration waveform is shown.

[0147] Similarly, when the frontal offset collision waveform of a real vehicle needs to be replicated, a frontal offset collision buffer unit 7 is provided on the base of the collision test device, and the actual acceleration waveform and curve of the real vehicle are obtained in advance based on the real vehicle collision test.

[0148] Afterwards, by adjusting the position, length or damping force of the second damping mechanism on the base, including the length of the first-stage damper 71 and the number of its damping tubes 8, the length of the second-stage damper 72 and the number of its damping tubes 8, etc., the acceleration waveform in the left and right direction (Y direction) of the vehicle detected and obtained by the detection unit during the collision of the collision test trolley is finally made consistent with the collision of the actual vehicle; that is, the acceleration waveform of the actual vehicle in the Y direction is perfectly replicated, that is, the tail swing (YAW) motion posture of the actual vehicle is replicated.

[0149] An exemplary Y-direction acceleration waveform of a collision vehicle obtained during a vehicle collision is as follows: Fig. 22 As shown in the figure, the solid line represents the acceleration waveform curve on the left side of the vehicle, and the dotted line represents the acceleration waveform curve on the right side of the vehicle. The difference in the magnitude of the Y-upward acceleration on the left and right sides of the whole vehicle can be used to know the difference in the impact force values ​​on the left and right sides of the collision test trolley, so as to adjust and determine the setting of the first damper 71 in the second damping mechanism, and the specific arrangement of the second dampers 72 on the left and right sides of the first damper 71.

[0150] At the same time, as mentioned above, the frame of the collision test trolley of the present invention adopts a split design, and the white body of the actual vehicle is carried by configuring a middle frame 2 of suitable size specifications. By adjusting the suspension assembly and its installation position, the wheelbase, track, center of mass, etc. of the collision test trolley can be made consistent with the actual vehicle, and the size of each frame can also be set according to the size requirements of the actual vehicle, so that the collision test trolley can perfectly replace the actual vehicles of different models for collision experiments, and can truly reproduce the complete movement postures of the actual vehicle during the collision process, such as Y-direction drifting and Z-direction tail lift.

[0151] Based on the above configuration, it can be seen that the vehicle collision test system and its test method of the present invention can fully reproduce the acceleration changes of the actual vehicle and the occupants in the three directions of X, Y, and Z by reasonably configuring the collision test trolley and the collision test device; and the reproduction method is stable, reliable, and highly repeatable. Using a collision test trolley instead of a real vehicle for testing can greatly reduce the test cost, provide convenient conditions for multiple repetitive tests, facilitate the matching design and adjustment of the restraint system, and provide conditions for the vehicle to obtain the optimal restraint system configuration.

[0152] The above description is only a preferred embodiment of the present invention. The detailed explanation of the configuration, the examples of the specific structural setting forms, or the description of the assembly connection mode, etc., are all for the purpose of sufficient disclosure so that those skilled in the art can better implement the present invention, but are not intended to limit the protection scope of the present invention. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vehicle collision test system, characterized in that: It includes a collision test trolley and a collision test device for withstanding the impact of the collision test trolley; The collision test device comprises a base, and a full frontal collision buffer unit (6) and a frontal offset collision buffer unit (7) alternately arranged on the base; the collision test trolley comprises a front frame (3), a middle frame (2) and a rear frame (4) which are respectively constructed and sequentially assembled and connected, and the middle frame (2) has a chassis for carrying a body-in-white of a vehicle model to be subjected to a collision test; The full frontal collision buffer unit (6) comprises a plurality of first damping mechanisms (61) arranged at intervals on the base, and the frontal offset collision buffer unit (7) comprises a second damping mechanism arranged at the left half or the right half of the base, and when impacted by the collision test trolley, both the first damping mechanism (61) and the second damping mechanism can collapse and deform.

2. The vehicle collision test system according to claim 1, characterized in that: Each of the first damping mechanisms (61) is fixedly mounted on the base via a first fixing seat (60); a fixing mounting plate (600) is provided on the first fixing seat (60), and the first damping mechanism (61) is mounted on the fixing mounting plate (600); The connection position of the fixed mounting plate (600) on the first fixing seat (60) is adjustable so as to be able to adjust the distance between the first damping mechanism (61) and the first fixing seat (60).

3. The vehicle collision test system according to claim 2, characterized in that: The plurality of first damping mechanisms (61) include a primary damping mechanism (611) arranged in the middle of the base, and secondary damping mechanisms (612) arranged on both sides of the middle of the base, wherein the primary damping mechanism (611) is arranged to protrude outward relative to the secondary damping mechanism (612); The primary damping mechanism (611) is connected to the fixed mounting plate (600) via a first extended connecting plate (601), the secondary damping mechanism (612) is directly fixed to the end of the fixed mounting plate (600), and the first extended connecting plate (601) and the fixed mounting plate (600) are connected by a first shearing structural member (62) that can break under a set impact force.

4. The vehicle collision test system according to claim 1, characterized in that: The second damping mechanism is fixedly mounted on the base via a second fixing seat (70), and the second fixing seat (70) is provided with a primary damper fixing frame (701) and a plurality of secondary damper fixing frames (702) arranged around the primary damper fixing frame (701); The second damping mechanism comprises a primary damper (71) arranged on the primary damper fixing frame (701), and a plurality of secondary dampers (72) respectively arranged on each of the secondary damper fixing frames (702); The primary damper (71) is arranged to protrude outwardly relative to the secondary damper (72).

5. The vehicle collision test system according to claim 4, characterized in that: The primary damper (71) is connected to the primary damper fixing frame (701) via a second extended connecting plate (73), and the connection position of the second extended connecting plate (73) on the primary damper fixing frame (701) and / or the primary damper (71) is adjustable so as to be able to adjust the distance between the primary damper (71) and the second fixing seat (70).

6. The vehicle collision test system according to claim 5, characterized in that: The second extended connecting plate (73) and the first-stage damper fixing frame (701) are connected by a second shearing structural member that can be broken under a set impact force, and a guiding mechanism (74) is provided between the first-stage damper (71) and the first-stage damper fixing frame (701); The guide mechanism (74) is used to guide the primary damper (71) to move toward the primary damper fixing frame (701) in the impact direction of the test vehicle.

7. The vehicle collision test system according to any one of claims 1 to 6, characterized in that: The front frame (3) and the rear frame (4) are both provided with a suspension assembly on the left and right sides, and wheels (10) provided on the suspension assembly; Suspension mounting frames are provided on both sides of the front frame (3), the two suspension assemblies on the front frame (3) are respectively arranged on the suspension mounting frames on the corresponding sides, and the distance between the two suspension mounting frames is adjustable; The rear frame (4) comprises two groups of side longitudinal beams (40) respectively arranged on the left and right sides, and a connecting cross beam (41) connected between the side longitudinal beams (40) on the two sides; the two suspension assemblies on the rear frame (4) are respectively arranged on the side longitudinal beams (40) on the corresponding sides, and the length of the connecting cross beam (41) is adjustable.

8. The vehicle collision test system according to claim 7, characterized in that: The suspension assembly comprises a suspension body (1) and a wheel mounting frame arranged on the suspension body (1); The suspension body (1) comprises a back plate (11) for a vehicle frame, a wheel mounting seat (14) movably arranged on the back plate (11), and a shock absorber (13); The wheel mounting frame is arranged on the wheel mounting seat (14), the top of the shock absorber (13) is arranged on the back plate (11) in an adjustable height position, and the bottom of the shock absorber (13) is connected to the wheel mounting frame.

9. The vehicle collision test system according to claim 8, characterized in that: The front frame (3) comprises a front end frame (30) and a plurality of force transmission longitudinal beams extending rearward from the front end frame (30), the rear end of each of the force transmission longitudinal beams being connected to the middle frame (2), and a collision guiding structure (33) being provided between at least part of the force transmission longitudinal beams and the middle frame (2); The collision guiding structure (33) is used to guide the middle frame (2) to flip upward relative to the front frame (3) when the collision test trolley collides.

10. A testing method based on the vehicle collision testing system according to any one of claims 1 to 9, characterized in that: The test method includes: A detection unit is arranged on the collision test trolley, so that the collision test trolley collides with the collision test device at a set speed, and the acceleration waveform or impact force-displacement curve of the collision test trolley in the front-to-back direction and the acceleration waveform in the left-right and up-down directions during the collision are obtained through the detection unit; Adjusting the number, position, length or damping force of the first damping mechanism (61) arranged on the base so that the acquired acceleration waveform or the impact force-displacement curve in the front-to-back direction and the acceleration waveform in the up-down direction are consistent with the actual vehicle collision; Adjusting the position, length or damping force of the second damping mechanism arranged on the base so that the acquired acceleration waveform in the left and right directions is consistent with the actual vehicle collision; The collision test trolley is used to replace the actual vehicle to carry out multiple collision tests to verify the safety performance of the vehicle restraint system.

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