Collision test trolley

Abstract

The invention relates to the technical field of automobile crash tests, and particularly provides a crash test trolley, which comprises a front frame, a middle frame and a rear frame which are respectively constructed and sequentially assembled and connected, the middle frame is provided with a chassis used for bearing a body-in-white of a vehicle type to be subjected to a crash test, and suspension assemblies and wheels arranged on the suspension assemblies are arranged on the left side and the right side of the front frame and the left side and the right side of the rear frame. According to the collision test trolley, the frame is designed in a split mode, the middle frame bodies of different sizes and specifications are configured to bear body-in-white bodies of different vehicle types, the collision conditions of different vehicle types can be simulated and reproduced, and the front frame body and the rear frame body can be universal; moreover, the most seriously damaged front frame is mainly replaced in each collision test, so that the vehicle collision posture change can be well reproduced, and the test cost of vehicle collision can be effectively reduced.

Description

Technical Field

[0001] The invention relates to the technical field of automobile collision test, in particular to a collision test trolley. Background Art

[0002] Passive safety technology of automobiles involves many working conditions, and the collision test of vehicles is an important means to verify the safety of vehicles. In frontal collision, it includes 100% frontal collision and 50% MPDB collision test, which mainly examines the body structure and the injuries of passengers in the vehicle collision test.

[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. Hundreds of parts in the vehicle will undergo complex deformation and interaction. After the test, the whole vehicle and related parts cannot be restored or reused due to deformation and damage. In the 100% frontal collision and 50% MPDB collision tests, each model needs to undergo multiple 100% frontal collision and 50% MPDB collision tests during the test development process. This kind of test has a high damage to each component, and each test requires the use of a new car, which also leads to a surge in test costs.

[0004] To solve the above problems, the common practice in the prior art is to rely on simulation results, based on the collision test trolley, and conduct collision tests in the form of sub-vehicle subsystems. However, this measure does not reduce the test volume and has certain differences from the test data results of the whole vehicle.

[0005] The above-mentioned passive safety test methods mostly use a movable test bench without shock absorbers and wheels to carry the vehicle body for rigid collision testing. The test type of a single carrier body is limited to a sliding table test. However, the sliding table test can only be carried out on a fixed track and cannot simulate the pitch and yaw conditions of the actual vehicle during a collision; it also cannot reproduce the posture changes of the entire vehicle and the occupants, so it is difficult to obtain the optimal restraint system configuration. Summary of the invention

[0006] In view of this, the present invention aims to provide a collision test trolley to reduce the test cost of automobile collision while better reproducing the changes in the collision posture of the entire vehicle.

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

[0008] A collision test trolley comprises a front frame, a middle frame and a rear frame which are constructed separately and assembled in sequence; the middle frame has a chassis for carrying a body-in-white of a vehicle model to be subjected to a collision test, and the left and right sides of the front frame and the rear frame are both provided with a suspension assembly and wheels arranged on the suspension assembly.

[0009] Furthermore, corresponding to the seats on the body-in-white, a plurality of seat reinforcement seats are arranged at intervals on the chassis, and each of the seat reinforcement seats forms a support for the corresponding seat.

[0010] Furthermore, a top frame is provided on the top of the middle frame, and a first support rod, a second support rod and a third support rod supported between the chassis and the top frame are arranged in sequence on the side of the middle frame from front to rear, and a reinforcing connecting rod is provided between the first support rod and the second support rod.

[0011] 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.

[0012] Furthermore, the collision guiding structure includes a connecting member connected between the force transmitting longitudinal beam and the middle frame, and an elastic connecting plate arranged below the connecting member; the front and rear ends of the elastic connecting plate are respectively connected to the force transmitting longitudinal beam and the middle frame, and a structural weakening groove is provided on the top of the connecting member.

[0013] Furthermore, a braking control system is disposed on the rear frame, and the braking control system is used to provide braking force to each of the wheels.

[0014] Furthermore, suspension mounting frames are provided on both sides of the front frame, and 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, and 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.

[0015] 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 connecting to a vehicle frame, a wheel mounting seat arranged on the back plate and movable up and down, and a shock absorber;

[0016] The wheel mounting frame is arranged on the wheel mounting seat, the top height position of the shock absorber is adjustable on the back plate, and the bottom of the shock absorber is connected to the wheel mounting frame.

[0017] Furthermore, the back plate is provided with a plurality of groups of mounting holes, and each group of the mounting holes is arranged at intervals in the front-rear direction of the frame; the back plate can be fixedly connected to the frame through any group of the mounting holes.

[0018] Furthermore, the wheel mounting frame includes a swing arm mechanism hinged to the wheel mounting seat, and a wheel mounting plate installed on the swing arm mechanism for fixing the wheel; the shock absorber is hinged to the top of the swing arm mechanism, and as the shock absorber is extended and retracted, the wheel moves up and down relative to the wheel mounting seat.

[0019] Compared with the prior art, the present invention has the following advantages:

[0020] The collision test trolley of the present invention has a split frame design. By configuring middle frames of different sizes to carry white bodies of different models, the collision conditions of different models can be simulated and reproduced, and the front frame and the rear frame can be universal; moreover, each collision test mainly replaces the most seriously damaged front frame, which can effectively reduce the test cost of automobile collision while better reproducing the changes in the collision posture of the whole vehicle.

[0021] At the same time, the collision test trolley is equipped with a suspension assembly and wheels, so that the trolley can travel like a real car, avoiding the situation where the vehicle is limited to a fixed track. It can well replicate the vehicle's tail lift and tail swing conditions during a collision, and then reproduce the posture changes of the entire vehicle and its occupants, which is conducive to improving the accuracy and effectiveness of the collision test.

[0022] In addition, multiple seat reinforcement seats are arranged on the chassis of the middle frame, and the seat reinforcement seats can be welded to the bottom of the body-in-white to ensure the connection strength between the body and the chassis, and provide stable support for the seats. By setting up a top frame to wrap the top of the body-in-white, it can provide a protective effect on the top of the body-in-white, and can also connect the body-in-white and the top frame to improve the connection firmness of the body-in-white on the middle frame.

[0023] In addition, by configuring a brake control system on the rear frame, the braking condition of the vehicle before a collision can be simulated more realistically. By utilizing the brake control system to perform timely braking control on the brakes on each wheel, the pre-braking test items of the collision test trolley can be realized. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] 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:

[0025] Figure 1This is a schematic diagram of the overall structure of a collision test trolley according to an embodiment of the present invention;

[0026] 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;

[0027] Figure 3 It is a schematic diagram of the three-dimensional structure of the front frame according to an embodiment of the present invention;

[0028] Figure 4 for Figure 3 A front view of the parts shown in the part A;

[0029] Figure 5 It is a schematic diagram of the three-dimensional structure of the rear frame according to an embodiment of the present invention;

[0030] Figure 6 It is a three-dimensional structural schematic diagram of a brake control system according to an embodiment of the present invention;

[0031] 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;

[0032] Figure 8 It is a structural schematic diagram of a suspension assembly according to an embodiment of the present invention;

[0033] Fig. 9 for Figure 8 The suspension assembly shown is a schematic structural diagram after the wheel mounting plate is hidden.

[0034] Description of reference numerals:

[0035] 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;

[0036] 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;

[0037] 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;

[0038] 4. Rear frame; 40. Side longitudinal beams; 41. Connecting cross beams; 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. DETAILED DESCRIPTION

[0039] 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.

[0040] 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 of the present invention. Taking the 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 "front", and the opposite is "back". The Y direction is the left and right direction of the trolley, wherein the side to which the arrow points is "left", and the opposite is "right". The Z direction is the up and down direction of the trolley, wherein the side to which the arrow points is "up", and the opposite is "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".

[0041] 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.

[0042] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0043] Embodiment 1

[0044] This embodiment relates to a collision test trolley, which can reduce the cost of automobile collision testing; an exemplary structure thereof is as follows Figure 1 , Figure 2 and Figure 3 shown.

[0045] In general, the collision test trolley 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.

[0046] 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 chassis of the above-mentioned middle frame 2 can adopt an integrated plate structure, or it can be formed by welding multiple beams. The specific setting sequence, device mode, etc. of the middle frame 2, the front frame 3 and the rear frame 4 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 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 their changes, as well as the specific implementation scheme of this embodiment, are all within the protection scope of the present invention.

[0047] First, 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] Secondly, the front frame 3 of this embodiment 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.

[0053] 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.

[0054] In this embodiment, 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 bear the collision from the front. Since the trolley needs to undergo repeated collision tests, the front end components and assemblies of the vehicle will be deformed in the actual test. In order to improve the reusability of the front end components 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.).

[0088] 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.

[0089] 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 collision test trolley, characterized in that: It comprises a front frame (3), a middle frame (2) and a rear frame (4) which are respectively constructed and sequentially assembled and connected; The middle frame (2) has a chassis for carrying a body-in-white of a vehicle model to be subjected to a collision test, and the left and right sides of the front frame (3) and the rear frame (4) are both provided with a suspension assembly and wheels (10) arranged on the suspension assembly.

2. The collision test trolley according to claim 1, characterized in that: 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) forms support for the corresponding seat.

3. The collision test trolley according to claim 1, characterized in that: A top frame (23) is provided on the top of the middle frame (2), and 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) are arranged in sequence on the side of the middle frame (2) from front to back, and a reinforcing connecting rod (25) is provided between the first support rod (221) and the second support rod (222).

4. The collision test trolley according to claim 1, 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.

5. The collision test trolley according to claim 4, characterized in that: The collision guiding structure (33) comprises a connecting member (330) connected between the force transmission longitudinal beam and the middle frame (2), and an elastic connecting plate (332) arranged 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 middle frame (2), and a structural weakening groove (333) is provided on the top of the connecting member (330).

6. The collision test trolley according to claim 1, characterized in that: The rear frame (4) is provided with a braking control system (43), and the braking control system (43) is used to provide braking force to each wheel (10).

7. The collision test trolley according to claim 1, characterized in that: 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 collision test trolley according to any one of claims 1 to 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) arranged on the back plate (11) so as to be movable up and down, 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 collision test trolley according to claim 8, characterized in that: The back plate (11) is provided with a plurality of groups of mounting holes (110), and each group of the mounting holes (110) is arranged at intervals in the front-rear direction of the frame; the back plate (11) can be fixedly connected to the frame through any group of the mounting holes (110).

10. The collision test trolley according to claim 8, characterized in that: The wheel mounting frame comprises a swing arm mechanism hinged to the wheel mounting seat (14), and a wheel mounting plate (100) mounted on the swing arm mechanism and used for fixing the wheel (10); The shock absorber (13) is hinged to the top of the swing arm mechanism, and as the shock absorber (13) expands and contracts, the wheel (10) moves up and down relative to the wheel mounting seat (14).

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