Automobile pre-brake collision test device and test method

Abstract

The present invention discloses a vehicle pre-brake collision test device and a test method. The test device comprises a collision barrier, at least one electromagnetic damping slide rail is arranged on the ground on one side of the collision barrier, the electromagnetic damping slide rail is arranged along the direction of travel of the tested vehicle toward the collision barrier, a damping slider with a conductor is slidably arranged on the electromagnetic damping slide rail, iron cores are installed on both sides of the electromagnetic damping slide rail along the length direction thereof, a conductive coil is wound around the iron core, the conductive coil is connected to a current input controller, the damping slider contacts the tested vehicle when the tested vehicle moves toward the collision barrier and moves along the electromagnetic damping slide rail along with the tested vehicle, a speed sensor is installed on the tested vehicle, and the signal output end of the speed sensor is electrically connected to the current input controller. The present invention can simulate the posture of a real vehicle and can meet the current pre-brake collision test requirements for vehicles with active braking functions.

Description

Technical Field

[0001] The invention relates to the technical field of automobile safety testing, in particular to an automobile pre-brake collision testing device and a testing method. Background Art

[0002] As more and more vehicles are equipped with active braking (AEB), traditional collision tests can no longer simulate the collision scenario of vehicles well. The main reason is that the active braking of the car first will change the relative position of the occupants in the cockpit, so that the seat belts, airbags and other cabin protection components cannot fully play their intended role during the collision. Therefore, a test for collision after the car's pre-braking is needed to test the damage to the occupants after the car's active braking and collision, and provide support for the safety design of the car. In the test, it is necessary to simulate the process of active braking of the car. Some existing pre-braking collision test schemes propose a deceleration device installed at the rear of the vehicle, which relies on the servo hydraulics to generate friction with the ground to provide deceleration. Since this method is installed at the rear of the vehicle, the point of action of the friction force is also at the rear of the vehicle, while the point of action of the force during braking is on the front axle, and it is impossible to adjust the resistance of the car during deceleration, so it cannot simulate the posture of the real vehicle well. Therefore, a feasible and repeatedly tested device is needed to meet the current demand for collision tests after pre-braking of the car. Summary of the invention

[0003] The present invention provides a vehicle pre-brake collision test device and a test method, which can simulate the posture of a real vehicle and meet the current pre-brake collision test requirements for vehicles with active braking functions.

[0004] To achieve the above-mentioned purpose, in a first aspect, the present invention provides the following technical solutions: a vehicle pre-brake collision test device, comprising a collision barrier, wherein the collision barrier is installed on a test site, and is characterized in that at least one electromagnetic damping slide rail is arranged on the ground on one side of the collision barrier, the electromagnetic damping slide rail is arranged along the direction of travel of the tested vehicle toward the collision barrier, a damping slider having a conductor is slidably arranged on the electromagnetic damping slide rail, iron cores are installed on both sides of the electromagnetic damping slide rail along the length direction thereof, a conductive coil is wound around the iron core, and the conductive coil is connected to a current input controller The damping slider contacts the tested vehicle when the tested vehicle moves toward the collision barrier and moves along the electromagnetic damping slide rail with the tested vehicle. A speed sensor is installed on the tested vehicle. The signal output end of the speed sensor is electrically connected to the current input controller. The tested vehicle can be decelerated by contacting the damping slider from the front side of the tested vehicle. The damping of the damping slider can be controlled in real time through the speed sensor and the current input controller, thereby simulating the vehicle posture during active braking, and meeting the current pre-brake collision test requirements for vehicles with active braking function.

[0005] Preferably, the electromagnetic damping slide rails are two rails arranged side by side, and damping force can be applied to the vehicle under test simultaneously through the two damping slide blocks, so that the deceleration of the vehicle under test is smoother.

[0006] Preferably, a rigid bracket is installed on the front chassis of the tested vehicle. When the tested vehicle moves toward the collision barrier, it contacts the damping slider through the rigid bracket. The rigid bracket can meet the rigidity after contacting the damping slider, and the rigid bracket is installed on the front chassis to better simulate the change in the vehicle's posture when the front wheels brake during active braking of the vehicle.

[0007] Preferably, a hook is installed on the upper side of the damping slider, and when the tested vehicle moves toward the collision barrier, the hook hooks the rigid bracket, which is conducive to the damping slider contacting the rigid bracket and not detaching by itself.

[0008] Preferably, the damping slider is entirely made of metal material, so that the entire damping slider can be used as a metal conductor to cut the magnetic field.

[0009] Preferably, a metal conductor is wound around the outer side of the damping slider, and the magnitude of the electromagnetic damping to which the damping slider is subjected when cutting the magnetic field can be adjusted by adjusting the number and size of the metal conductors.

[0010] Preferably, the length of the electromagnetic damping slide rail is 30-50 meters, which can meet the requirements of active braking distance of current automobiles.

[0011] Preferably, guide rails are arranged on both sides of the interior of the electromagnetic damping slide rail, and the side of the damping slider is provided with limiting rollers mounted on the guide rails for rolling. The guide rails can guide the high-speed movement of the damping slider, reduce mechanical friction, and reduce the friction between the damping slider and the guide rails.

[0012] In a second aspect, the present invention further includes a test method for the automobile pre-brake collision test device according to the first aspect, comprising the following steps:

[0013] S1. Place the crash test dummy in the vehicle under test, the conductive coil on the iron core is in the off-state, move the damping slider to the end of the electromagnetic damping slide rail, set the vehicle under test, and set the upper limit change speed V of the vehicle under test during the entire test process in the test control system. 1 and the lower limit change speed V 2 ;

[0014] S2. The conductive coil on the iron core is energized to control the vehicle under test to accelerate toward the collision barrier. After the vehicle under test accelerates to the specified maximum speed, it contacts the damping slider at a steady speed and drives the damping slider to slide along the electromagnetic damping slide rail. The magnetic field generated by the conductive damping slider cuts the conductive coil to generate electromagnetic damping, which slows down the vehicle under test and simulates the pre-braking of the car. During the movement of the vehicle under test, the speed sensor monitors the actual speed V of the vehicle under test in real time. 0 , when the actual speed V 0 Approaching the upper limit change speed V 1 When the current input controller increases the current of the conductive coil, when the actual speed V 0 Approaching the lower limit change speed V 2 When the current input controller reduces the current of the conductive coil, the actual speed V 0 Always change speed at upper limit V 1 and the lower limit change speed V 2 In the interval between

[0015] S3. The vehicle under test stops when it hits the collision barrier, and the damage value of the collision test dummy is checked to obtain the test result.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] The electromagnetic damping principle is used to simulate the braking force of the car during active braking. The vehicle under test can be decelerated by contacting the damping slider from the front side of the vehicle under test. The damping of the damping slider can be controlled in real time through the speed sensor and current input controller, thereby simulating the real vehicle posture during active braking and meeting the current pre-brake collision test requirements for vehicles with active braking function. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a first schematic diagram of the test process of the present invention;

[0019] Figure 2 It is a second schematic diagram of the test process of the present invention;

[0020] Figure 3 A top view of the structure of the test device of the present invention;

[0021] Figure 4 It is a schematic diagram of the bottom structure of the tested vehicle of the present invention;

[0022] Figure 5 It is a speed control chart of the test process of the present invention.

[0023] Reference numerals:

[0024] 1. Collision barrier, 2. Electromagnetic damping slide rail, 3. Damping slider, 4. Guide rail, 5. Iron core, 6. Rigid bracket, 7. Hook, A. Vehicle under test. DETAILED DESCRIPTION

[0025] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0026] like Figure 1-5 As shown, the present invention solves the problem that there is no test device and test method that can truly simulate the pre-brake collision process of an automobile with an active braking function, and provides the following technical solutions: an automobile pre-brake collision test device, comprising a collision barrier 1, wherein the collision barrier 1 is installed on a test site, and is characterized in that at least one electromagnetic damping slide rail 2 is arranged on the ground on one side of the collision barrier 1, and the electromagnetic damping slide rail 2 is arranged along the traveling direction of the tested vehicle A toward the collision barrier 1, and a damping slider 3 with a conductor is slidably arranged on the electromagnetic damping slide rail 2, and iron cores 5 are installed on both sides of the electromagnetic damping slide rail 2 along the length direction thereof, and a conductive coil is wound around the iron core 5. The conductive coil is connected to the current input controller. The damping slider 3 contacts the vehicle A when the vehicle A moves toward the collision barrier 1 and moves along the electromagnetic damping slide rail 2 with the vehicle A. A speed sensor is installed on the vehicle A. The signal output end of the speed sensor is electrically connected to the current input controller. The vehicle A can be decelerated by contacting the damping slider 3 from the front side of the vehicle A. The damping of the damping slider 3 can be controlled in real time by the speed sensor and the current input controller, thereby simulating the posture of the vehicle during active braking, and meeting the current pre-brake collision test requirements for vehicles with active braking functions.

[0027] Specifically, the collision barrier 1 is the same as the barrier used in the conventional automobile collision test. It can be a fixed barrier or a barrier that suddenly moves during the driving of the car. The electromagnetic damping slide rail 2 is embedded in the ground of the test site. The electromagnetic damping principle is specifically adopted. That is, when the conductor moves in the magnetic field, due to the electromagnetic induction principle, an induced current will be generated in the conductor. These induced currents will generate a magnetic field, the direction of which is opposite to the direction of movement of the conductor, thereby generating a force that hinders the movement of the conductor, namely the electromagnetic damping force. The magnitude of this force is proportional to the physical quantities such as the magnetic induction intensity and relative movement speed of the magnet. The specific formula is F= kd·B·l·v, where kd is the proportional constant, B is the magnetic field intensity, l is the conductor length, and v is the conductor movement speed. Therefore, the control of electromagnetic damping is mainly to control the magnetic field intensity. In this embodiment, the magnetic field is generated by the conductive coil and the iron core 5, so the magnetic field intensity can be quickly adjusted by changing the magnitude of the current in the conductive coil.

[0028] Therefore, the damping slider 3 is made of metal material as a whole, so that the entire damping slider 3 can be used as a metal conductor to cut the magnetic field. The length of the damping slider 3 is the length of the conductor. The damping slider 3 can also be made of non-metallic material, and a metal conductor is wound around the outside of the damping slider 3. The size of the electromagnetic damping received by the damping slider 3 when cutting the magnetic field can be adjusted by adjusting the number and size of the metal conductors.

[0029] If the driver actively steps on the brake pedal when the car is driving normally, his body will actively control to stay in the original position. If the car actively brakes, the occupants will quickly leave the original position in a relaxed state, which may cause the original seat belts, airbags and other cabin protection components of the car to fail to fully play their intended roles. Therefore, it is necessary to test this situation. The injury value of the collision test dummy inside the car after the collision can be used to judge whether the safety device inside the car needs to be redesigned or adjusted. Therefore, the car pre-brake collision test device in this embodiment can well simulate the real posture of the car pre-brake, which is very important for this test.

[0030] In this embodiment, if Figure 3 As shown, the electromagnetic damping rails 2 are two rails arranged side by side, and the damping force can be applied to the vehicle A under test through two damping sliders 3 at the same time, so that the deceleration of the vehicle A under test is smoother. The two electromagnetic damping rails 2 work synchronously, and the adjustment of the current input controller is also synchronous.

[0031] In this embodiment, if Figure 4As shown, a rigid bracket 6 is installed on the front chassis of the vehicle A under test. When the vehicle A under test moves toward the collision barrier 1, it contacts the damping slider 3 through the rigid bracket 6. The rigid bracket 6 can meet the rigidity after contacting the damping slider 3, and the rigid bracket 6 installed on the front chassis can better simulate the change of the vehicle posture when the front wheel brakes during active braking of the vehicle. The installation of the rigid bracket 6 can be flexibly set according to different vehicle models. It can be connected by fasteners after punching holes, or it can be directly welded to the front chassis bracket at the bottom of the vehicle A under test. In order to prevent the damping slider 3 from slipping after contacting the rigid bracket 6, a hook 7 is installed on the upper side of the damping slider 3. When the vehicle A under test moves toward the collision barrier 1, the hook 7 hooks the rigid bracket 6, which is conducive to the damping slider 3 contacting the rigid bracket 6 and will not detach by itself.

[0032] In this embodiment, if Figure 3 As shown, the length of the electromagnetic damping slide rail 2 is 30-50 meters, which can meet the requirements of active braking distance of current automobiles.

[0033] In this embodiment, guide rails 4 are arranged on both sides of the interior of the electromagnetic damping slide rail 2, and the side of the damping slider 3 is provided with limiting rollers mounted on the guide rails 4 for rolling. The guide rails 4 can guide the high-speed movement of the damping slider 3, reduce mechanical friction, and reduce the friction between the damping slider 3 and the guide rails 4.

[0034] In this embodiment, the test method using the above-mentioned automobile pre-brake collision test device includes the following specific steps:

[0035] S1. Place the collision test dummy in the vehicle A under test. The conductive coil on the iron core 5 is in a power-off state. Move the damping slider 3 to the end of the electromagnetic damping slide rail 2. Set the vehicle A under test. Set the upper limit change speed V of the vehicle A under test in the entire test process in the test control system. 1 and the lower limit change speed V 2 ,like Figure 5 As shown, the upper limit change speed V 1 and the lower limit change speed V 2 It is set according to the active braking distance and speed of different models;

[0036] S2, the conductive coil on the iron core 5 is energized to control the vehicle A to accelerate towards the collision barrier 1. After the vehicle A is accelerated to the specified maximum speed, it contacts the damping slider 3 at a steady speed and drives the damping slider 3 to slide along the electromagnetic damping slide rail 2. The damping slider 3 with a conductor cuts the magnetic field generated by the conductive coil to generate electromagnetic damping, so that the vehicle A to be tested slows down, simulating the pre-braking of the car. During the movement of the vehicle A, the speed sensor monitors the actual speed V of the vehicle A to be tested in real time. 0 , when the actual speed V 0 Approaching the upper limit change speed V 1 When the current input controller increases the current of the conductive coil, when the actual speed V 0 Approaching the lower limit change speed V 2 When the current input controller reduces the current of the conductive coil, the actual speed V 0 Always change speed at upper limit V 1 and the lower limit change speed V 2 In the interval between Figure 5 As shown, the upper limit change speed V 1 and the lower limit change speed V 2 The front part is a horizontal line, which shows the process of the tested vehicle A running smoothly after accelerating to the maximum speed, and the upper limit change speed V 1 and the lower limit change speed V 2 The downward slope in the latter part refers to the change in speed after the active brake is activated, and the actual speed V 0 The changes after the damping slider 3 comes into contact with the tested vehicle A are random;

[0037] In this embodiment, the actual speed V of the car 0 It refers to the actual speed of the car when it slows down. The actual speed is always changing, such as Figure 5 As shown, the actual speed V 0 During the change process, it will approach the upper limit change speed V 1 Or the lower limit change speed V 2 , upper limit change speed V 1 Or the lower limit change speed V 2 is the preset change curve, so the actual speed V 0 The speed approach means that the speed value is close to the upper limit change speed V at the same time. 1 Or the lower limit change speed V 2 .

[0038] S3, until the vehicle A under test hits the collision barrier 1 and stops, check the damage value of the collision test dummy, and obtain the test result. Specifically, when the vehicle A under test collides with the collision barrier 1, due to the effect of inertia, the damping slider 3 will continue to slide forward and automatically detach from the rigid bracket 6. After the vehicle A under test leaves the field, the damping slider 3 can be moved to the original position when the power is off.

[0039] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0040] In addition, in the present invention, descriptions such as "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0041] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" 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 or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0042] In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in the field can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

Claims

1. A vehicle pre-brake collision test device, comprising a collision barrier (1), wherein the collision barrier (1) is installed on a test site, and is characterized in that: At least one electromagnetic damping slide rail (2) is arranged on the ground on one side of the collision barrier (1); the electromagnetic damping slide rail (2) is arranged along the direction of travel of the detected vehicle (A) toward the collision barrier (1); a damping slider (3) having a conductor is slidably arranged on the electromagnetic damping slide rail (2); iron cores (5) are installed on both sides of the electromagnetic damping slide rail (2) along the length direction thereof; a conductive coil is wound around the iron core (5); the conductive coil is connected to a current input controller; and the damping slider (3) is in contact with the detected vehicle (A) when the detected vehicle (A) moves toward the collision barrier (1). A) contacts the damping slider (3) and moves along the electromagnetic damping slide rail (2) with the vehicle (A) being tested; a speed sensor is installed on the vehicle (A) being tested; a signal output end of the speed sensor is electrically connected to a current input controller; a rigid bracket (6) is installed on the front chassis of the vehicle (A) being tested; when the vehicle (A) being tested moves toward the collision barrier (1), the damping slider (3) contacts the rigid bracket (6); a hook (7) is installed on the upper side of the damping slider (3); when the vehicle (A) being tested moves toward the collision barrier (1), the hook (7) hooks the rigid bracket (6).

2. The automobile pre-brake collision test device according to claim 1, characterized in that: The electromagnetic damping slide rails (2) are two rails arranged side by side.

3. The automobile pre-brake collision test device according to claim 1, characterized in that: The damping sliding block (3) is made entirely of metal material.

4. The automobile pre-brake collision test device according to claim 1, characterized in that: The outer side of the damping sliding block (3) is wound with a metal conductor.

5. The automobile pre-brake collision test device according to claim 1, characterized in that: The length of the electromagnetic damping slide rail (2) is 30-50 meters.

6. The automobile pre-brake collision test device according to claim 1, characterized in that: Guide rails (4) are arranged on both sides of the interior of the electromagnetic damping slide rail (2), and the side of the damping slider (3) is provided with a limiting roller mounted on the guide rails (4) for rolling.

7. A test method for a vehicle pre-brake collision test device according to any one of claims 1 to 6, characterized in that: The steps include: S1, placing a collision test dummy in the vehicle under test (A), the conductive coil on the iron core (5) is in a power-off state, the damping slider (3) is moved to the end of the electromagnetic damping slide rail (2), the vehicle under test (A) is set, and the upper limit change speed V1 and the lower limit change speed V2 of the vehicle under test (A) during the entire test process are set in the test control system; S2, the conductive coil on the iron core (5) is energized to control the vehicle under test (A) to accelerate toward the collision barrier (1). After the vehicle under test (A) accelerates to a specified maximum speed, it contacts the damping slider (3) at a steady speed and drives the damping slider (3) to slide along the electromagnetic damping slide rail (2). The damping slider (3) with a conductor cuts the magnetic field generated by the conductive coil to generate electromagnetic damping, thereby decelerating the vehicle under test (A) and simulating the pre-braking of a car. During the movement of the vehicle under test (A), the speed sensor monitors the actual speed V0 of the vehicle under test (A) in real time. When the actual speed V0 approaches the upper limit change speed V1, the current input controller increases the current of the conductive coil. When the actual speed V0 approaches the lower limit change speed V2, the current input controller reduces the current of the conductive coil, so that the actual speed V0 is always within the interval between the upper limit change speed V1 and the lower limit change speed V2. S3. The vehicle under test (A) stops when it hits the collision barrier (1), and the damage value of the collision test dummy is checked to obtain the test result.

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