A rollover crash test bench and test method

Abstract

The present application belongs to the technical field of collision test, a kind of rollover crash test method, comprising: S1: according to the vertical velocity of test vehicle required by current working condition of rollover crash test, slide test acceleration, slide test speed, test vehicle speed, collision angle, determine test configuration parameter, the test configuration parameter includes test vehicle drop height, rotating motor speed, slide launch time, test vehicle drop time, slide test waveform, guide rail plate installation angle;S2: set guide rail plate installation angle, and test vehicle is installed on support rack;S3: test vehicle is lifted to test vehicle drop height, then start rotating motor, make the rotating speed of rotating arm reach rotating arm test rotating speed;S4: release rotating arm and make test vehicle drop, then according to slide test waveform launch slide, make test vehicle and slide contact and occur rollover collision;S5: test data is collected and saved.The problem that rollover test result is unreliable in the prior art rollover crash test is solved.

Description

Technical Field

[0001] This invention relates to the field of collision testing technology, specifically to a rollover collision test bench and test method. Background Technology

[0002] Currently, the main testing methods for simulating car rollover accidents include roof crush tests, trolley roller rollover tests, and repeatable rollover tests. Roof crush tests are primarily used to measure the crush resistance of a car roof under quasi-static conditions. While this method provides important information about the roof structure's strength, it cannot realistically reproduce the dynamic collision process between the roof and the ground in a rollover accident. Therefore, it cannot comprehensively assess a vehicle's safety in actual rollover accidents. Trolley roller rollover tests attempt to compensate for these shortcomings by simulating the rollover process under specific conditions, but the simulated vehicle motion patterns still differ significantly from real-world rollover accidents, representing only a very limited range of rollover scenarios. Furthermore, because the vehicle's trajectory is uncontrollable during the test, this method has poor repeatability, limiting its application value in scientific research and technological verification. Repeatable rollover tests, such as CRIS (Controlled Rollover System) and JRS (Jordan Rollover System), attempt to simulate the vehicle rotation process in a rollover accident through a spin mechanism to improve the controllability and repeatability of the test. However, such repeatable rollover tests cannot fully capture all relevant dynamic factors, such as the collision angle, which may have limitations in safety assessment and thus affect the reliability of the rollover test results. Summary of the Invention

[0003] This invention provides a rollover collision test bench and test method, which solves the problem that existing rollover collision tests do not fully cover the simulated working conditions and have limitations in safety assessment, thus affecting the reliability of rollover test results.

[0004] The present invention provides a solution for a rollover impact test bench, comprising a base, two support frames, a slide, a slide drive device, a rotating device, and a lifting device; the slide is slidably fitted on the base and driven by the slide drive device; the two support frames are fixed on the base and located on both sides of the slide, and a rotating arm is provided between the two support frames for fixing the test vehicle; the upper part of the support frame is provided with a first positioning hole, and the lower part is provided with multiple first fixing holes, the first positioning holes and the first fixing holes are used to install guide rail plates, guide rails are provided on the guide rail plates, and sliders are slidably fitted on the guide rails; the rotating arm is supported on the sliders, the rotating arm is connected to the rotating device, and the sliders are connected to the lifting device.

[0005] The principle and advantages of this scheme are as follows: By supporting the two ends of the rotating arm on the slider of the support frame, the slider can rise with the guide rail under the action of the lifting device, raising the test vehicle mounted on the rotating arm to the set test height. During the test, the slider falls along the guide rail to simulate the vertical acceleration of the vehicle falling in a rollover collision accident. By lifting the vehicle to different heights through the lifting device, the test height can be accurately set with high control precision. Furthermore, fixing the guide rail plate on which the slider is mounted with different second fixing holes allows for different installation angles of the guide rail plate to meet the rollover angle requirements in the test conditions. The slide table is slidably fitted onto the base, and the slide table drive device slides the slide table on the base in a set waveform to meet the requirements of the vehicle in different horizontal directions under different working conditions. The test vehicle is designed to measure the vertical velocity and acceleration of the vehicle. A rotating mechanism is used to rotate the rotating arm at a certain angular velocity to meet the vehicle rollover angular velocity requirements under different operating conditions. During the test, the test vehicle collides with a slide platform with a set waveform at a specific vertical velocity and rotational angular velocity, simulating different vehicle rollover collision accidents. By accurately simulating the actual situation of vehicle rollover collisions, more accurate and reliable test data can be obtained, providing a strong basis for the evaluation and improvement of vehicle safety performance. This helps improve the design and manufacturing quality of vehicles, ensures road traffic safety, and solves the problem that existing rollover tests do not adequately consider dynamic factors, resulting in incomplete coverage of simulated operating conditions and limitations in safety assessment, thus affecting the reliability of rollover test results.

[0006] Different first fixing holes are set to install guide rail plates, enabling vehicles to undergo tests at different collision angles and considering the dynamic factors in rollover accidents from multiple dimensions. This structure, which allows for flexible selection of installation positions, not only improves the compatibility of the test bench with different types of guide rail plates and facilitates the replacement and adjustment of guide rail plates to adapt to diverse test scenarios, but also has good repeatability, thereby improving the reliability of test results.

[0007] The test vehicle is mounted and fixed using two support frames and a rotating arm. This not only allows for easy installation of the test vehicle in a suitable position, but also enables adjustment of the vehicle's posture according to test requirements, ensuring stability during the test and facilitating various rollover and collision tests. Furthermore, the stable structure and precise motion control help reduce risks during the test, ensuring the safety of test personnel and equipment. The stable support and precise rotation control of the rotating arm can prevent the test vehicle from accidentally falling off or going out of control during rollover, providing reliable safety assurance for the test.

[0008] Preferably, the slider has a horizontally arranged support hole, within which a first drive shaft is supported. Both ends of the rotating arm are fixedly connected to the first drive shafts of the two support frames and supported on the slider via the first drive shafts. Using the first drive shaft to support the rotating arm ensures stability during rotation and helps distribute the force applied to the rotating arm, reducing the risk of excessive force at a single point and improving the overall mechanical stability of the system. The design of using the support hole to accommodate the first drive shaft and support the rotating arm simplifies the assembly and debugging process, ensures correct installation and stable operation of the rotating arm, and reduces maintenance difficulty and cost.

[0009] Preferably, the rotating device includes a rotary motor, a second drive shaft, and a third drive shaft. The first drive shaft is connected to the second drive shaft via a universal joint, and the second drive shaft is connected to the third drive shaft via a universal joint. The third drive shaft is fixedly connected to the motor shaft of the rotary motor. Using universal joints to connect different drive shafts effectively compensates for displacement deviations caused by installation errors or during operation, ensuring that changes in the relative positions of various components do not affect the normal operation of the overall system. It also ensures effective torque transmission and improves the reliability of the mechanical system. This structure, through the flexible arrangement of the second and third drive shafts, can achieve complex power transmission paths within a limited space, helping to optimize the structural layout of the entire test bench, making it more compact and efficient.

[0010] Preferably, a connector is provided between the first drive shaft and the rotating arm. The connector has multiple mounting holes for mounting the rotating arm and the first drive shaft. By using a connector with multiple mounting holes, the specific installation position of the rotating arm can be adjusted according to different testing requirements, and the height and angle of the rotating arm can be flexibly adjusted, enabling more accurate simulation of various collisions and rollovers. Multiple mounting holes provide more installation options, allowing for more precise alignment of the positional relationship between the rotating arm and the first drive shaft, which helps improve the assembly accuracy of the entire system. As a bridge between the rotating arm and the first drive shaft, the connector enhances the stability and load-bearing capacity of the overall structure. Especially for applications subject to high stress, a reasonable connector design can effectively distribute the load and reduce the risk of local overload. Compared to customizing rotating arms or drive shafts of different specifications to adapt to different experimental requirements, using a universal connector and adjusting the mounting holes is more economical and efficient, reducing production costs and inventory pressure.

[0011] Preferably, the lifting device includes a lifting motor and a lead screw mechanism. The motor shaft of the lifting motor is fixedly connected to the lead screw of the lead screw mechanism, and the nut of the lead screw mechanism is fixedly connected to the slider. Using the lead screw mechanism, the slider and its connecting parts can achieve precise lifting and lowering operations along the lead screw, providing high positional accuracy and repeatability, ensuring accurate test height in vehicle rollover collision tests. By driving the lead screw mechanism with a motor, the entire lifting process can be ensured to be smooth and shock-free, reducing potential additional stress or damage to the experimental equipment and test vehicle.

[0012] Another solution provided by the present invention: a rollover collision test method, specifically including the following steps:

[0013] S1: Based on the vertical velocity of the test vehicle, the acceleration of the slide test, the speed of the slide test, the rotation speed of the test vehicle, and the collision angle required by the current working conditions of the rollover collision test, determine the test configuration parameters, including the test vehicle drop height, the rotational motor speed, the slide launch time, the test vehicle drop time, the slide test waveform, and the guide rail plate installation angle.

[0014] S2: Set the installation angle of the guide rail plate according to the test configuration parameters, and install the test vehicle on the support frame;

[0015] S3: The test vehicle is raised to the height of the test vehicle drop by the lifting device, and then the rotary motor is started to make the rotation speed of the rotary arm reach the test speed of the rotary arm.

[0016] S4: Release the rotating arm to make the test vehicle fall, and then launch the slide according to the slide test waveform through the slide drive device, so that the test vehicle comes into contact with the slide and rolls and collides.

[0017] S5: Collect and save test data, including vehicle body information after the test and dummy data inside the test vehicle.

[0018] The principle and advantages of this scheme are as follows: Based on the vertical velocity, rotational velocity, slide test speed, and collision angle of the test vehicle corresponding to the current rollover collision condition, the drop height of the test vehicle, the rotational motor speed, the slide test waveform, the installation angle of the guide rail plate, the launch time of the slide, and the drop time of the test vehicle are determined. The guide rail plate and test vehicle are then set up and installed according to the determined test configuration parameters. Through these pre-determined test configuration parameters, precise control of the entire test process can be achieved. This ensures the consistency of test conditions for each test, thereby improving the reliability and repeatability of experimental results. Furthermore, the test configuration parameters, including key indicators such as the vertical velocity of the test vehicle and the acceleration of the slide test, can be adjusted according to different rollover collision test requirements, making the test bench suitable for research on various types of collisions and rollover situations.

[0019] This method features a systematic and procedural experimental process, which reduces the possibility of human intervention and speeds up the preparation and execution of experiments. At the same time, because the experimental conditions are easy to replicate, it is beneficial to conduct repeated experiments to verify the stability of the results.

[0020] The timing of the test vehicle's descent and the launch timing of the slide are set according to the corresponding working conditions to ensure that the test vehicle can collide with the moving slide when it falls, so as to accurately simulate the rollover collision test.

[0021] In the experiment, factors such as the collision angle were taken into account in the dynamic factors of the rollover collision, which solved the problem that the existing rollover collision test has limitations and the rollover test results are unreliable.

[0022] Preferably, when the installation angle of the guide rail plate is less than 15°, the drop height of the test vehicle has the following relationship:

[0023]

[0024] In the formula, H1 is the test vehicle's drop height when the guide rail plate installation angle is less than 15°, and v z Let g be the vertical velocity of the test vehicle, and g be the acceleration due to gravity.

[0025] When the installation angle of the guide rail plate is greater than or equal to 15° and less than 25°, the drop height of the test vehicle is related as follows:

[0026]

[0027] In the formula, v represents the drop height of the test vehicle when the installation angle of the guide rail plate is greater than or equal to 15° and less than 25°. z denoted as ρ, where ρ is the vertical velocity of the test vehicle, g is the gravitational acceleration, μ is the correction coefficient, and θ is the installation angle of the guide rail plate.

[0028] By employing different calculation formulas for different angle ranges, various variables in actual rollover collisions can be simulated more accurately, thereby improving the realism and reliability of experimental results. In cases with larger angles (greater than or equal to 15° and less than 25°), a correction factor is introduced. This ensures sufficient impact force while avoiding safety hazards caused by excessive acceleration. The correction factor considers the specific impact of the guide rail plate installation angle on the test process, making the overall system design more refined. This not only helps improve the quality of experimental data but also provides more accurate basic information for subsequent data analysis.

[0029] By accurately calculating the drop height of the test vehicle, unnecessary repeated tests can be reduced, saving time and costs. At the same time, reasonable parameter settings can also help optimize the efficiency of energy and other resource use, achieving optimal resource allocation.

[0030] Preferably, the waveform used in the slide test is a sine wave or a trapezoidal wave. The appropriate waveform is selected based on the specific test objective and vehicle model. A sine wave can be used to study the fatigue characteristics of the vehicle structure under long-term cyclic loading, while a trapezoidal wave can be used to examine the instantaneous response of the vehicle and its internal components under extreme conditions. Combining these two waveforms allows for a more comprehensive evaluation of the vehicle's safety performance, ensuring that the product design performs well in daily use and provides sufficient protection in emergency situations. This not only meets the needs of different types of rollover crash tests but also effectively improves the accuracy and reliability of test results, providing strong support for improving vehicle design.

[0031] More preferably, when the slide table emits a sine wave, the emission time of the slide table satisfies the following relationship:

[0032]

[0033] In the formula, T1 is the launch time of the slide table during a sine wave, and v z denoted as σ, where σ is the vertical velocity of the test vehicle, g is the gravitational acceleration, μ is the correction coefficient, θ is the installation angle of the guide rail plate, and σ is the period correction coefficient.

[0034] By setting corresponding launch times for different ranges of collision angles under various operating conditions, especially in cases of large-angle collisions, determining the launch time based on the test vehicle's vertical velocity, gravitational acceleration, correction coefficients, and guide rail plate installation angles allows for a more accurate simulation of real-world rollover collisions, making the experimental conditions closer to actual conditions. Precise calculation of the launch time helps ensure consistency of test conditions for each experiment, thereby reducing errors caused by improper control of dependent variables and improving the reliability and repeatability of experimental data.

[0035] More preferably, when the slide table emits a trapezoidal wave, the emission timing of the slide table satisfies the following relationship:

[0036]

[0037] In the formula, T2 is the launch time of the slide table when the trapezoidal wave is formed, and v z Let a be the vertical velocity of the test vehicle. x For the acceleration of the slide test, v x denoted as the slide test speed, g as the gravitational acceleration, μ as the correction coefficient, and θ as the installation angle of the guide rail plate.

[0038] Adjusting relevant parameters according to specific test requirements and using the launch time of the slide calculated based on specific parameters not only allows the test vehicle to collide with the slide with a preset vertical velocity and a corresponding horizontal velocity, but also improves the accuracy and effect of the rollover collision test, enhances the safety and flexibility of the entire test process, and minimizes unnecessary waiting time while ensuring experimental quality, thereby improving the efficiency of the entire test process. Attached Figure Description

[0039] Figure 1 This is an isometric view of the present invention;

[0040] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0041] Figure 3 This is an isometric view of the invention from another angle;

[0042] Figure 4 for Figure 2 Enlarged view of point B in the middle;

[0043] Figure 5 This is a front view of the present invention;

[0044] Figure 6 This is a side view of the present invention;

[0045] Figure 7 for Figure 6 A cross-sectional view along the CC direction;

[0046] Figure 8 for Figure 7 Enlarged view of point C in the middle;

[0047] Figure 9 This is a flowchart of the present invention. Detailed Implementation

[0048] The following detailed description illustrates the specific implementation method:

[0049] Example 1

[0050] The specific implementation process is as follows: (See details) Figures 1 to 8A test bench for automobile rollover collision testing includes a base, two support frames, a slide table 1, a rotating device, a lifting device, and a slide table drive device 16. The slide table drive device 16 drives the slide table 1; the base is provided with a slide rail, and the slide table 1 slides in conjunction with the base via the slide rail. The two support frames are fixed to the base and located on opposite sides of the slide table 1, with a rotating arm 6 positioned between the two support frames to fix the test vehicle. Each support frame has a first positioning hole at its upper part and multiple first fixing holes 21 at its lower part. The first fixing holes are arranged in multiple arc shapes; in this embodiment, there are two arc-shaped first fixing holes. Each support frame includes a support frame 9 and a mounting plate 2. The support frame 9 is fixed to the base by bolts, and the mounting plate 2 is fixed to the side of the support frame 9. The support plates 2 of the two support frames face each other. The first positioning hole and the first fixing hole are both located on the mounting plate 2. Preferably, the multiple first fixing holes are arranged in an arc shape. The arc-shaped first fixing holes allow the guide rail plate to be adjusted in position along the arc path within a certain range. This design is particularly suitable for test scenarios that require simulating different roll angles or trajectories, enabling the test equipment to flexibly adapt to various roll angle requirements. By selecting different fixing holes to install the guide rail plate, the angle and position of the test device can be easily changed, thereby supporting the test requirements of different types or sizes of vehicles. This increases the diversity of experimental setups and improves the versatility of the entire system. Furthermore, the arc-shaped layout helps to distribute the force applied to the support frame, making the entire structure more stable. By setting two arc-shaped first fixing holes, the stability of the guide rail plate and the support frame is further ensured.

[0051] The first positioning hole and the first fixing hole are both through holes. The first positioning hole and the first fixing hole 21 are used to install the guide rail plate 3. The upper part of the guide rail plate 3 is provided with a second positioning hole, and multiple second fixing holes are symmetrically provided on both sides. The upper part of the guide rail plate 3 is positioned by bolting to the first positioning hole on the support frame through the second positioning hole, and the lower part is fixed by bolting to the first fixing hole on the support frame through the second fixing hole.

[0052] Guide rails are provided on the guide rail plates 3 of both support frames, and sliders are slidably fitted on the guide rails. Each slider has a horizontally positioned support hole, within which a first drive shaft 13 is supported. Both ends of the rotating arm 6 are fixedly connected to the first drive shaft 13. A connecting member 4 is provided between the first drive shaft 13 and the rotating arm 6. A vehicle body fixing plate 7 is provided on the connecting member 4 for fixed connection to the test vehicle. The connecting member 4 has multiple mounting holes arranged sequentially; in this embodiment, there are four mounting holes. The first drive shaft 13 is connected to the rotating device, and the slider is connected to the lifting device.

[0053] The mounting holes include a first mounting hole and a second mounting hole. In this embodiment, there are two first mounting holes and two second mounting holes. The first mounting hole is used to mount the rotating arm 6, and the second mounting hole is used to mount the first drive shaft 13. The first mounting hole and the second mounting hole have the same structure. The rotating arm 6 extends into the first mounting hole and is fixed by bolts. The cross-section of the first drive shaft 13 is T-shaped. The head of the T-shape extends into the second mounting hole and is fixedly connected to the connector 4. The tail of the T-shape is supported in the support hole of the slider by a bearing.

[0054] The rotating device includes a rotary motor 10, a second drive shaft 12, and a third drive shaft 11. The first drive shaft 13 is connected to the second drive shaft 12 via a universal joint, and the second drive shaft 12 is connected to the third drive shaft 11 via a universal joint. The third drive shaft 11 is fixedly connected to the motor shaft of the rotary motor 10. The lifting device includes a lifting motor 15 and a lead screw mechanism 14. The motor shaft of the lifting motor 15 is fixedly connected to the lead screw of the lead screw mechanism 14, and the nut of the lead screw mechanism 14 is fixedly connected to the slider.

[0055] The lead screw mechanism 14 is equipped with a brake, which can be located at the end of the lead screw or in the lifting motor. In this embodiment, the brake is located at the end of the lead screw; the brake is an electromagnetic brake.

[0056] The rotating device and the lifting device can each be two sets, each set on one of the two support frames, or there can be one rotating device and one lifting device, with the rotating device set on one support frame and the lifting device set on the other support frame. In this embodiment, there is one set of each rotating device and lifting device. The rotating device is set on one support frame, and the slider 81 on this side extends from the tail of the first drive shaft 13, and is connected to the motor shaft of the rotary motor 10 through the second drive shaft 12 and the third drive shaft 11. The lifting device is set on the other support frame, and the slider 8 on this side is connected to the lifting device. The lifting motor 15 is mounted on the top of the support frame on this side, and the lead screw mechanism is fixed on the mounting plate 2.

[0057] See Figure 9 A rollover collision test method, specifically including the following steps:

[0058] S1: Based on the vertical velocity of the test vehicle, the acceleration of the slide test, the speed of the slide test, the rotation speed of the test vehicle, and the collision angle required by the current test conditions of the rollover collision test, determine the test configuration parameters. The test configuration parameters include the drop height of the test vehicle, the rotation speed of the rotary motor, the launch time of the slide table, the drop time of the test vehicle, the test waveform of the slide table, and the installation angle of the guide rail plate.

[0059] When the installation angle of the guide rail plate is less than 15°, the drop height of the test vehicle exhibits the following relationship:

[0060]

[0061] In the formula, H1 is the test vehicle's drop height when the guide rail plate installation angle is less than 15°, and v z Let g be the vertical velocity of the test vehicle, and g be the acceleration due to gravity.

[0062] When the installation angle of the guide rail plate is greater than or equal to 15° and less than 25°, the drop height of the test vehicle is related as follows:

[0063]

[0064] In the formula, v represents the drop height of the test vehicle when the installation angle of the guide rail plate is greater than or equal to 15° and less than 25°. z denoted as ρ, where ρ is the vertical velocity of the test vehicle, g is the gravitational acceleration, μ is the correction coefficient, and θ is the installation angle of the guide rail plate.

[0065] When the slide table emits a sine wave, the emission time of the slide table satisfies the following relationship:

[0066]

[0067] In the formula, T1 is the launch time of the slide table during a sine wave, and v z denoted as σ, where σ is the vertical velocity of the test vehicle, g is the gravitational acceleration, μ is the correction coefficient, θ is the installation angle of the guide rail plate, and σ is the period correction coefficient.

[0068] When the slide table emits a trapezoidal wave, the emission time of the slide table satisfies the following relationship:

[0069]

[0070] In the formula, T2 is the launch time of the slide table when the trapezoidal wave is formed, and v z Let a be the vertical velocity of the test vehicle. x For the acceleration of the slide test, v x denoted as the slide test speed, g as the gravitational acceleration, μ as the correction coefficient, and θ as the installation angle of the guide rail plate.

[0071] The slide test waveform is a sine wave or a trapezoidal wave. This embodiment uses a sine wave, and the sine wave expression of the slide test waveform is as follows:

[0072]

[0073] In the formula, a x For the acceleration of the slide test, v x Let be the velocity of the slide at time t, where t is the launch time.

[0074] In step S1, it also includes determining the installation positions of the first drive shaft 13 and the rotary arm 6 on the connecting member 4 according to the vehicle model of the test vehicle. In this embodiment, there is an installation hole between the installation positions of the first drive shaft 13 and the rotary arm 6.

[0075] In this embodiment, the required vertical speed of the test vehicle in the working condition is 6 m / s, the acceleration of the slip table test is 20 g, the speed of the slip table test is 50 km / h, the rotation speed of the test vehicle is 200° / s, and the collision angle is 0°;

[0076] Through the above method, the calculated test configuration parameters are successively the falling height of the test vehicle 1.8 m, the rotation speed of the rotary motor 200° / s, the slip table launch time 491 ms, the falling time of the test vehicle 0 ms, the slip table test waveform 200·sin(0.6945·t), 0 < t < 0.22, and the installation angle of the guide rail plate 0°.

[0077] S2: Set the installation angle of the guide rail plate 3 according to the test configuration parameters, bolt-connect the upper part of the guide rail plate 3 to the first positioning hole on the mounting plate 2 to achieve positioning, and fix the lower part to the corresponding first fixing hole 21 through bolts according to the requirements of the installation angle of the guide rail plate. Then fixedly connect the test vehicle to the rotary arm 6 and the vehicle body fixing plate 7 so that the test vehicle is firmly installed on the support bench;

[0078] S3: Lift the test vehicle through the lifting device to make the height reach the falling height of the test vehicle, lock the screw mechanism 14 by the brake, and then start the rotary motor 10 to make the rotation speed of the rotary arm 6 reach the rotary arm test speed;

[0079] S4: When the rotary arm test speed reaches the requirements of the test configuration parameters, unlock the brake to release the rotary arm, make the test vehicle fall along the guide rail, and then launch the slip table 1 according to the slip table test waveform through the slip table driving device 16 to make the test vehicle contact the slip table and roll and collide;

[0080] S5: Collect the test data and save it. The test data includes the vehicle body information after the test and the dummy data in the test vehicle.

[0081] The vehicle body information includes the roof intrusion amount, three-axis angular velocity, three-axis acceleration, and seat belt force. The dummy data includes the head, chest, pelvis acceleration, neck force / moment, chest intrusion amount, spine force / moment, thigh force, knee displacement, calf force, and head angular velocity.

[0082] Embodiment 2 <于实施例1的区别在于,滑台使用梯形波,所述滑台试验波形的表达式如下:The difference between this embodiment and Embodiment 1 is that the slip table uses a trapezoidal wave, and the expression of the slip table test waveform is as follows:

[0084]

[0085] In the formula, Input(t) is the slide test waveform, t is the slide launch time, and a x The acceleration is for the slide test.

[0086] In this embodiment, the vertical velocity of the test vehicle is 6 m / s, the acceleration of the sliding table test is 20g, the sliding table test speed is 50 km / h, the test vehicle rotation speed is 200° / s, and the collision angle is 0°. The test configuration parameters calculated using the above method are as follows: test vehicle drop height 1.8 m, rotary motor speed 200° / s, sliding table launch time 545 ms, test vehicle drop time 0 ms, guide rail plate installation angle 0°, and sliding table test waveform.

[0087] The above are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A roll-over crash test rig characterised in that: The device comprises a base, two support stands, a sliding table (1), a sliding table driving device (16), a rotating device, and a lifting device. The sliding table (1) is slidingly fitted on the base and is driven by the sliding table driving device (16). The two support stands are fixed on the base and are located on the two sides of the sliding table (1). A rotating arm (6) is arranged between the two support stands for fixing a test vehicle. The upper part of the support stand is provided with a first positioning hole, and the lower part is provided with a plurality of first fixing holes (21). The first fixing holes are arranged in a plurality of arc shapes. The first positioning hole and the first fixing hole are used for mounting a guide rail plate (3). The guide rail plate (3) is provided with a guide rail. A sliding block is slidingly fitted on the guide rail. The rotating arm (6) is supported on the sliding block. The rotating arm (6) is connected with the rotating device. The sliding block is connected with the lifting device. The lifting device comprises a lifting motor (15) and a lead screw mechanism (14). The motor shaft of the lifting motor (15) is fixedly connected with the lead screw of the lead screw mechanism (14). The nut of the lead screw mechanism (14) is fixedly connected with the sliding block.

2. The roll-over crash test rig of claim 1, wherein: The sliding block is transversely provided with a support hole. A first transmission shaft (13) is supported in the support hole. The two ends of the rotating arm (6) are fixedly connected with the first transmission shaft (13) of the two support stands and are supported on the sliding block through the first transmission shaft (13).

3. The roll-over crash test rig of claim 2, wherein: The rotating device comprises a rotating motor (10), a second transmission shaft (12), and a third transmission shaft (11). The first transmission shaft (13) is connected with the second transmission shaft (12) through a universal joint. The second transmission shaft (12) is connected with the third transmission shaft (11) through a universal joint. The third transmission shaft (11) is fixedly connected with the motor shaft of the rotating motor (10).

4. The roll-over crash test stand of claim 2, wherein: A connecting piece (4) is arranged between the first transmission shaft (13) and the rotating arm (6). The connecting piece (4) is provided with a plurality of mounting holes. The mounting holes are used for mounting the rotating arm (6) and the first transmission shaft (13).

5. A tumble impact test method according to any one of claims 1 to 4, characterized in that, The method comprises the following steps: S1: according to the vertical speed of the test vehicle, the test acceleration of the sliding table, the test speed of the sliding table, the test vehicle rotating speed, and the collision angle required by the current working condition of the rollover collision test, the test configuration parameters are determined. The test configuration parameters comprise the test vehicle falling height, the rotating motor rotating speed, the sliding table launching time, the test vehicle falling time, the test table test waveform, and the guide rail plate mounting angle. S2: the guide rail plate mounting angle is set according to the test configuration parameters. The test vehicle is mounted on the support stand. S3: the test vehicle is lifted to the test vehicle falling height by the lifting device. Then, the rotating motor is started. The rotating speed of the rotating arm reaches the test rotating speed of the rotating arm. S4: the test vehicle is released to fall. Then, the sliding table is launched according to the test waveform of the sliding table by the sliding table driving device. The test vehicle contacts the sliding table to cause a rollover collision. S5: test data is collected and saved. The test data comprises the vehicle body information after the test and the dummy data in the test vehicle. When the guide rail plate mounting angle is less than 15°, the test vehicle falling height has the following relationship: wherein is the test car drop height for a guideway panel installation angle of less than 15°, is the test car vertical velocity, and g is the acceleration of gravity. When the guide rail plate mounting angle is greater than or equal to 15° and less than 25°, the test vehicle falling height has the following relationship: In the formula, the test vehicle falling height when the guide rail plate installation angle is greater than or equal to 15° and less than 25°, is the vertical velocity of the test vehicle, and g is the gravitational acceleration, is a correction coefficient, is the guide rail plate installation angle.

6. The roll-over crash test method of claim 5, wherein: The slide table test waveform is a sine wave or a trapezoidal wave.

7. The roll-over crash test method of claim 6, wherein: When the slide table emits a sine wave, the slide table emission time satisfies the following relationship: wherein is the sine wave, is the vertical velocity of the test vehicle, and g is the gravitational acceleration, is the correction coefficient, is the installation angle of the guide rail plate, is the period correction coefficient.

8. The roll-over crash test method of claim 7, wherein: When the slide launches the trapezoidal wave, the slide launch time satisfies the following relationship ： In the formula, is the launch time of the sled, is the vertical velocity of the test vehicle, is the sled test acceleration, is the sled test velocity, g is the acceleration of gravity, is the correction coefficient, is the installation angle of the guide rail plate.

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