Trolley side collision test method
By using servo brake modules and accelerating trolley impactors in the side collision test of trolleys, combined with multi-point intrusion equipment and waveform equivalent technology, the problem of difficult door acceleration in the existing test methods is solved, effectively coupling the acceleration of the body and door, and improving the accuracy and efficiency of the test.
Patent Information
- Application Number
- CN202510477029.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-16
- Publication Date
- 2025-06-17
AI Technical Summary
The existing vehicle side collision test costs are high, the cycle is long, and the CAE simulation accuracy is limited, which cannot meet the needs of the industry, especially in terms of simulating the coupling between door acceleration and body acceleration.
A trolley side collision test method is adopted to simulate the acceleration of the vehicle body and door through the combination of servo brake module and acceleration trolley impactor, and simulate the changes in the multi-point intrusion and acceleration peak value of the vehicle door through multi-point intrusion equipment and waveform equivalent technology.
It realizes effective coupling of body and door acceleration, improves the accuracy and efficiency of tests, reduces costs, and meets the industry's needs for side collision tests.
Smart Images
Figure CN120160831A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of vehicle collision tests, and particularly relates to a method for testing the side collision of a trolley. Background Art
[0002] Passive safety refers to the ability of a vehicle to protect its occupants and pedestrians through its own structural design and safety devices during a traffic accident. Different from active safety (preventing accidents), the focus of passive safety is to reduce the harm caused by accidents to the vehicle occupants and external pedestrians. As an important part of vehicle safety, passive safety has always been the focus of attention of enterprises and consumers. With the continuous development of vehicle passive safety, the importance of side occupant protection has become increasingly prominent. To verify the side collision safety performance of vehicles, major safety regulations require side collision tests. However, the existing full-vehicle side collision tests are costly and time-consuming, and although CAE simulation can perform preliminary simulations, its accuracy is limited, and neither can meet the current industry development requirements. Therefore, there is an urgent need for a more concise, efficient, low-cost and reliable solution.
[0003] During a frontal collision, the occupant compartment hardly deforms, and the occupants are mainly affected by inertial loads. The trolley only needs to simulate the acceleration curve of the frontal collision to simulate the full-vehicle frontal collision test. During a side collision, the occupants are not only affected by the inertial loads of the vehicle body, but also by the injuries caused by the intrusion of the deformed door into the vehicle interior, and the two are coupled and interact with each other. Therefore, the side collision of the trolley faces the following difficulties:
[0004] (1) The trolley needs to simultaneously simulate the vehicle body acceleration (simulating the inertial loads of the vehicle body) and the door acceleration (simulating the door intrusion). How to achieve both simultaneously; (2) For the door acceleration, due to the different shape structures and strength and stiffness at different positions of the vehicle body, the door acceleration is also different at different positions of the door, that is, the intrusion speeds and displacements at different positions of the door are different. How to simulate the intrusion of multiple positions of the door; (3) After the door is collided by the MDB (Moving Deformable Barrier), it usually reaches the acceleration peak extremely quickly (within about 10 ms), and the peak value is usually as high as 100g (1000m / s 2 ) or more, exceeding the rated acceleration capacity that the equipment can reach, making it difficult to simulate the door acceleration; (4) How to build and simplify the occupant compartment during the test, which parts need to be installed, how to install them, the built test environment can be equivalent to the full-vehicle test effect, and the final test effect, dummy injury and vehicle compliance are high. Summary of the Invention
[0005] The present invention aims to provide a method for testing the side collision of a trolley to achieve the coupling of the inertial loads of the vehicle body and the door intrusion during the side collision test of the trolley, with a simple structure and high accuracy.
[0006] To achieve the above object, the present invention adopts the following technical solutions:
[0007] A method for testing the side collision of a trolley, comprising:
[0008] S1. Fix the servo brake module on the ground, the tabletop is slidably connected to the servo brake module relatively, the seat tooling is fixed on the tabletop, the door trim and the seat are fixed on the seat tooling, the door trim is cut into three parts, the multi-point intrusion device includes upper, middle and lower impactors, the upper, middle and lower impactors can all slide relatively within the multi-point intrusion device, the upper, middle and lower impactors are respectively fixedly connected to the three parts of the door trim, the multi-point intrusion device is fixed on the tabletop, the accelerating trolley impactor is fixed on the ground and contacts the end face of the tabletop;
[0009] S2. Collide the B-pillar acceleration on the non-impact side of the whole vehicle side collision with the tabletop through the accelerating trolley impactor, perform waveform equivalence on the upper, middle and lower impactors respectively, compensate for the increase in intrusion displacement, and the multi-point intrusion device synchronously controls the upper, middle and lower impactors to move at the target acceleration based on the waveform equivalence result;
[0010] S3. Obtain the collision value of the dummy in the test vehicle.
[0011] The principle and advantages of this solution are: In practical applications, the servo brake module is fixed on the ground, the tabletop is slidably connected to the servo brake module relatively, the seat tooling is fixed on the tabletop, the door trim and the seat are fixed on the seat tooling, the door trim is cut into three parts, the multi-point intrusion device includes upper, middle and lower impactors, the upper, middle and lower impactors can all slide relatively within the multi-point intrusion device, the upper, middle and lower impactors are respectively fixedly connected to the three parts of the door trim, the multi-point intrusion device is fixed on the tabletop, the accelerating trolley impactor is fixed on the ground and contacts the end face of the tabletop. Through the construction of the occupant compartment during the above test, the simultaneous simulation of the vehicle body acceleration and the door acceleration is realized, which is convenient for ensuring that the constructed test environment can be equivalent to the whole vehicle test effect, and the final test effect, dummy injury and vehicle compliance are high; through performing waveform equivalence on the upper, middle and lower impactors respectively, it is convenient to achieve multi-point intrusion, and at the same time solve the problem that it is difficult to simulate the door acceleration exceeding the rated acceleration capacity that the equipment can reach. By compensating for the increase in intrusion displacement, it is convenient to ensure that the intrusion displacement remains unchanged and improve the accuracy of the test results.
[0012] Preferably, as an improvement, the target acceleration includes:
[0013]
[0014] Wherein, a up 、a mid 、a low respectively represent the input speeds of the upper, middle and lower impactors, They are all the equivalent door accelerations, a sled represents the vehicle body acceleration.
[0015] Technical effect: It is convenient to achieve the equivalence of the door acceleration.
[0016] Preferably, as an improvement, the vehicle body acceleration is:
[0017] a sled = a B-pillar
[0018] where a B-pillar represents the acceleration under the action of the acceleration trolley impactor and the servo brake module.
[0019] Technical effect: It is convenient to achieve the vehicle body acceleration during a side collision of the whole vehicle.
[0020] Preferably, as an improvement, the compensation for the increase in the intrusion displacement includes:
[0021]
[0022] where S up , S mid , S low are the displacements after compensation respectively, and S1, S2, and S3 are the distances between the door interior trim and the seat of the upper, middle, and lower impactors in the normal state, are the increased intrusion displacements respectively.
[0023] Technical effect: It is convenient to ensure that the intrusion displacement remains unchanged.
[0024] Preferably, as an improvement, the increased intrusion displacement includes:
[0025]
[0026] where are all the equivalent door accelerations, and t is the moment when the equivalent speed is equal to the original door speed.
[0027] Technical effect: It is convenient to obtain the finally compensated displacement.
[0028] Preferably, as an improvement, the model of the waveform equivalence is:
[0029]
[0030] where v is the peak speed; t is the time; T is the period of the cosine function.
[0031] Technical effect: It can solve the problem that the door reaches the acceleration peak rapidly after being collided, exceeding the rated acceleration capacity that the device can achieve, making it difficult to simulate the door acceleration, and at the same time ensuring that there is no mutation in the waveform after equivalence.
[0032] Preferably, as an improvement, the filtering level adopted for the vehicle body acceleration acquisition of the three-part door is CFC60.
[0033] Technical effect: It is convenient to filter out high-frequency noise that interferes with the analysis results and improve the signal-to-noise ratio.
[0034] Preferably, as an improvement, the door trim is cut into three parts corresponding to the shoulder, chest and abdomen, and pelvis positions of the sheet metal respectively.
[0035] Technical effect: It is convenient to simulate the intrusion of multiple positions of the door. Description of the Drawings
[0036] Figure 1 It is a schematic structural diagram of the occupant compartment for a side impact test method of a trolley;
[0037] Figure 2 It is a schematic diagram of the movement of the impactor for a side impact test method of a trolley;
[0038] Figure 3 It is a schematic diagram of the door acceleration for an embodiment of a side impact test method of a trolley;
[0039] Figure 4 It is a schematic diagram of the equivalent front door acceleration and speed for an embodiment of a side impact test method of a trolley;
[0040] Figure 5 It is a schematic diagram of the comparison of the equivalent front and rear door accelerations for an embodiment of a side impact test method of a trolley;
[0041] Figure 6 It is a schematic diagram of the comparison of the equivalent front and rear door speeds for an embodiment of a side impact test method of a trolley. Detailed Description of the Invention
[0042] The following is a further detailed description through specific embodiments:
[0043] The reference signs in the accompanying drawings of the specification include: ground 1, acceleration trolley impactor 2, servo brake module 3, tabletop 4, seat tooling 5, seat 6, door trim 7, upper impactor 8, middle impactor 9, lower impactor 10, adjusting nut 11, multi-point intrusion device 12.
[0044] The embodiment is basically as shown in the attached Figure 1 figure:
[0045] A side impact test method of a trolley includes:
[0046] S1. Fix the servo brake module 3 on the ground 1. The tabletop 4 is slidably connected to the servo brake module 3. The seat tooling 5 is fixed on the tabletop 4. The door trim 7 and the seat 6 are fixed on the seat tooling 5. The door trim 7 is cut into three parts. The multi-point intrusion device 12 includes an upper impactor 8, a middle impactor 9, and a lower impactor 10. The upper impactor 8, the middle impactor 9, and the lower impactor 10 are all piston structures and can all slide relative to each other within the multi-point intrusion device 12.
[0047] Different from the traditional division logic of the head, chest, and pelvis, in this embodiment, for the front-row adult test, considering that the main dangerous points in a side collision are that the injuries to the shoulders, chest and abdomen, and pelvis of the dummy will exceed the specified limit values of the standard, especially the shoulders and chest and abdomen. At the same time, the intrusion speeds and displacements of the doors corresponding to the shoulders, chest and abdomen, and pelvis of the dummy are different. Therefore, according to the side collision standard, based on the injuries to the head, shoulders, chest and abdomen, and pelvis of the dummy, the shoulders, chest and abdomen, and pelvis are selected for division, and the three parts of the cut door trim respectively correspond to the sheet metal shoulder, chest and abdomen, and pelvis positions.
[0048] In this embodiment, the door trim 7 directly uses the door of the test vehicle, which is more accurate than the equivalent door.
[0049] Fix the upper impactor 8, the middle impactor 9, and the lower impactor 10 respectively at the sheet metal shoulder, chest and abdomen, and pelvis positions of the door trim. The multi-point intrusion device 12 is fixed on the tabletop 4. The acceleration trolley impactor 2 is fixed on the ground 1 and is in contact with the end face of the tabletop 4. Through the above-mentioned test occupant compartment construction, the three accelerations of the upper impactor 8, the middle impactor 9, and the lower impactor 10 do not affect each other and are independent of each other; and the impactor is linked with the trolley. The acceleration of the trolley generates an inertial force that will affect the acceleration of the impactor. This embodiment can achieve the desired impactor acceleration.
[0050] S2. Collide the B-pillar acceleration on the non-impact side of the vehicle in a side collision through the acceleration trolley impactor 2 against the tabletop. Perform waveform equivalence on the upper impactor 8, the middle impactor 9, and the lower impactor 10 respectively, and compensate for the increase in intrusion displacement. The multi-point intrusion device synchronously controls the upper impactor 8, the middle impactor 9, and the lower impactor 10 to move at the target acceleration based on the waveform equivalence result.
[0051] Specifically:
[0052] Input the acceleration of the B-pillar on the non-impact side of the vehicle during a side collision into the acceleration trolley system. The tabletop 4, seat tooling 5, seat 6, and multi-point intrusion device 12 are fixedly connected by bolts. Under the action of the acceleration trolley impactor 2 and the servo brake module 3, it moves horizontally with the target acceleration, thereby realizing the vehicle body acceleration during a vehicle side collision. The vehicle body acceleration is:
[0053] a sled = a B-pillar
[0054] When the trolley receives the trigger signal, simultaneously send the signal to the multi-point intrusion device 12. After the multi-point intrusion device 12 receives the trigger signal, synchronously control the upper impactor 8, middle impactor 9, and lower impactor 10 to move horizontally with accelerations a up 、a mid 、a low Since the door trim is fixed on the impactor and is cut and fixed separately from above, middle, and below, different intrusions of the door at different positions are realized under the action of the impactor, that is, multi-point intrusion of the door is realized.
[0055] The equivalence of the door acceleration includes: The original input of the door acceleration comes from the physical experiment of vehicle side collision or the CAE simulation of vehicle side collision. By extracting the vehicle body Y-direction acceleration curves at the shoulder, chest and abdomen, and pelvis positions of the door sheet metal during the collision process, the filtering level is CFC60, which is convenient for filtering out high-frequency noise that interferes with the analysis results and improving the signal-to-noise ratio, which are a shoulder 、a chest 、a pevil respectively. The accelerations output to the upper impactor 8, middle impactor 9, and lower impactor 10 are:
[0056] a up = a shoulder - a sled
[0057] a mid = a chest - a sled
[0058] a low = a pevil - a sled
[0059] Among them, a sled is the trolley acceleration.
[0060] Due to the high-speed impact of the MDB on the car door, and the relatively weak side strength and stiffness of the car door, the acceleration of the car door will increase rapidly within an extremely short time after the collision, with an excessive acceleration peak and an excessive acceleration change rate, which cannot be achieved by the equipment. Therefore, waveform equivalence is required. To ensure that there is no sudden change in the waveform after equivalence, trigonometric functions are used for waveform equivalence, and the waveform equivalence model is:
[0061]
[0062] where v is the peak velocity, in m / s; t is the time, in ms; and T is the period of the cosine function, in ms.
[0063] The upper impactor 8, the middle impactor 9, and the lower impactor 10 need to be waveform-equivalent according to the waveform equivalence model respectively, and the three impactors need to be set with different periods during equivalence to ensure the consistency of the trolley waveform. The acceleration of the car door after equivalence is Therefore, the accelerations finally output to the upper impactor 8, the middle impactor 9, and the lower impactor 10 for simulation are:
[0064]
[0065] a up 、a mid 、a low which are the target accelerations.
[0066] Waveform equivalence will cause an increase in the intrusion displacement. To ensure that the intrusion displacement remains unchanged, compensation needs to be made for the increased displacement. Under normal conditions, the distances between the door trim 7 of the upper impactor 8, the middle impactor 9, and the lower impactor 10 and the seat 6 are S1, S2, and S3 respectively. The increased intrusion displacements are:
[0067]
[0068] where are all the accelerations of the car door after equivalence, and t is the moment when the velocity after equivalence is equal to the original velocity of the car door.
[0069] Therefore, the displacement needs to be increased to:
[0070]
[0071] where S up 、S mid 、S low are the displacements after compensation respectively, S1, S2, and S3 are the distances between the door interiors and the seats of the upper, middle, and lower impactors under normal conditions, are the increased intrusion displacements respectively.
[0072] To ensure that the initial positions of the upper, middle, and lower impactors remain unchanged, therefore, when the waveforms of each impactor are equivalent, different periods need to be set to ensure that the compensation displacements of the three impactors are the same.
[0073] S3. Obtain the dummy collision values in the test vehicle for subsequent analysis.
[0074] For better understanding, an example is given as Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 shown. Figure 3 In it, the marked curves 1, 2, 3, and 4 are the acceleration of the upper impactor, middle impactor, lower impactor, and trolley respectively; Figure 4 In it, the marked curves 1 and 2 in the figure are the acceleration and velocity before equivalence respectively, Figure 5 、 Figure 6 In it, the marked curves 1 and 2 are the velocity before equivalence and the velocity after equivalence respectively. The trolley can simulate normally, but the door acceleration exceeds the capacity range and cannot be simulated, so waveform equivalence is required.
[0075] Taking the chest acceleration as an example ( Figure 3 curve 2), the specific implementation process of waveform equivalence includes: at time T0 of this waveform, the acceleration peak reaches 30g (g is the acceleration of gravity), and the acceleration change rate is infinite; from T0 to point A, when the time is from 0 - 4ms, the acceleration peak reaches about 120g, and the average acceleration change rate (about 30000g(m / s 3 )); from point A to point B, when the time is from 4 - 7.7ms, the acceleration changes from 120g to 0, and the average jerk is 46153g(m / s 3 ), and at this time, the first velocity peak is reached, about 5.39m / s. That is, in the waveform from 0 - 7.7ms, it has exceeded the equipment capacity limit and waveform equivalence is required. The acceleration curve after 7.7ms is within the equipment capacity range and can be fully simulated without waveform equivalence.
[0076] Set the period T to 40ms, calculate the equivalent waveform, and obtain the velocity curve after integration, as Figure 6 shown.
[0077] Calculate the increased intrusion displacement, that is, the area enclosed by curve 2, curve 1, and the horizontal axis The distance between the door trim of the middle impactor and the seat needs to be adjusted to
[0078] Similarly, waveform equivalence and spatial distance adjustment are performed on the upper impactor 8 and the lower impactor 10.
[0079] The above are only embodiments of the present invention, and common general technical solutions and / or features in the solutions are not described in detail herein. It should be noted that for those skilled in the art, without departing from the technical solutions of the present invention, several modifications and improvements can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope claimed in this application shall be subject to the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to interpret the content of the claims.
Claims
1. A trolley side collision test method, characterized in that: include: S1, fix the servo brake module on the ground, the table and the servo brake module are connected by relative sliding, the seat tooling is fixed on the table, the door trim and the seat are fixed on the seat tooling, the door trim is cut into three parts, the multi-point intrusion device includes upper, middle and lower impactors, and the upper, middle and lower impactors can slide relatively in the multi-point intrusion device, the upper, middle and lower impactors are respectively fixed and connected to the three parts of the door trim, the multi-point intrusion device is fixed on the table, and the acceleration trolley impactor is fixed on the ground and contacts with the end surface of the table; S2, the acceleration of the B-pillar on the non-impact side of the vehicle side collision is used to collide with the table surface through the acceleration trolley impactor, and the waveform of the upper, middle and lower impactors is respectively equivalent to compensate for the increase in intrusion displacement. The multi-point intrusion device synchronously controls the upper, middle and lower impactors to move at the target acceleration based on the waveform equivalent result; S3, obtaining the collision value of the dummy in the test vehicle.
2. A trolley side collision test method according to claim 1, characterized in that: The target acceleration includes: Among them, a up 、a mid 、a low Represent the input speed of the upper, middle and lower impactors respectively, are the equivalent door accelerations, a sled Indicates the vehicle body acceleration.
3. A trolley side collision test method according to claim 2, characterized in that: The vehicle body acceleration is: a sled =a B-pillar Among them, a B-pillar Indicates the acceleration of the trolley impactor and servo brake module.
4. A trolley side collision test method according to claim 1, characterized in that: The compensation for the increase of the intrusion displacement includes: Among them, S up , S mid , S low are the displacements after compensation, S1, S2, and S3 are the distances between the door interior and the seat of the upper, middle, and lower impactors in normal state, are the increased intrusion displacements, respectively.
5. A trolley side collision test method according to claim 4, characterized in that: The increased intrusion displacement includes: in, are the equivalent door accelerations, and t is the moment when the equivalent speed is equal to the original door speed.
6. A trolley side collision test method according to claim 1, characterized in that: The waveform equivalent model is: Where v is the peak velocity; t is the time; and T is the period of the cosine function.
7. A trolley side collision test method according to claim 1, characterized in that: The filter level used for the body acceleration collection of the three doors is CFC60.
8. A trolley side collision test method according to claim 1, characterized in that: The door trim is cut into three parts corresponding to the sheet metal shoulder, chest and abdomen, and pelvis positions respectively.