A vehicle chassis anti-collision detection device

Abstract

This invention relates to an automotive chassis impact testing device, specifically within the field of automotive chassis impact testing technology. The device includes a test bench for testing chassis batteries. The test bench is equipped with four attitude adjustment components and a road condition simulation component. The attitude adjustment components adjust the test attitude of the chassis battery, while the road condition simulation component simulates different intrusion states of the chassis battery under real road conditions. Independent, height-adjustable attitude adjustment components are designed at the four corners of the chassis battery, enabling flexible adjustment of various spatial tilt attitudes such as pitch and lateral tilt. This fully replicates various real-world driving attitudes, including vehicle uphill / downhill driving, single-sided road surface depressions, and curb height differences, ensuring that the impact conditions of the chassis battery perfectly match the actual stress state of the vehicle chassis. This significantly improves the simulation accuracy of chassis collision tests against real-world road conditions.

Description

Technical Field

[0001] This invention relates to the field of automotive chassis impact testing technology, specifically to an automotive chassis anti-collision testing device. Background Technology

[0002] Automotive chassis impact testing devices specifically refer to specialized testing equipment used to simulate collisions between the bottom of a vehicle and road obstacles (i.e., "bottoming out" or "scraping out" collisions). With the popularization of new energy vehicles, the battery pack mounted in their chassis has become a critical safety component. The core function of such devices is to reproduce the complex bottoming-out conditions on real roads in a laboratory setting. By applying controlled mechanical impacts to the battery pack or chassis assembly, the effectiveness of the vehicle's bottom protection design is verified, making it an indispensable key testing method for improving the overall passive safety performance of the vehicle.

[0003] However, existing automotive chassis impact testing devices have significant limitations in simulating diverse real-world road conditions. Most existing devices are relatively simple in function, typically only capable of conducting impact tests on a horizontally positioned battery pack at a fixed angle and position on a level plane. This makes it difficult to accurately simulate various real-world road conditions encountered by vehicles during actual driving, such as bottom-out collisions caused by pitching (uphill / downhill) or tilting (single-sided ditching) postures due to uneven road surfaces. They also cannot flexibly adjust the shape of obstacles, the angle of intrusion, or the specific impact point at the bottom of the battery pack. These functional deficiencies cause the test conditions to be disconnected from real-world accident scenarios, resulting in insufficient representativeness of the test data. Chassis protection designs based on such limited testing and verification cannot cover all high-risk collision scenarios, leading to potential safety hazards going undetected in advance. Therefore, developing a testing device that can more comprehensively, flexibly, and accurately simulate multi-dimensional real-world bottom-out collision scenarios has become an urgent technical need for the industry. Summary of the Invention

[0004] A vehicle chassis anti-collision detection device includes a test bench for testing the chassis battery. The test bench is equipped with four attitude adjustment components and a road condition simulation component. The attitude adjustment components are used to adjust the detection attitude of the chassis battery, and the road condition simulation component is used to simulate different intrusion states of the chassis battery in real road conditions.

[0005] The test bench is equipped with a traction device. The attitude adjustment component includes a support block installed on the traction device of the test bench. The support block is slidably connected to the test bench. The support block can be driven by the traction device to move linearly on the test bench. A hydraulic cylinder is installed on the top surface of the support block. The hydraulic cylinder is used to control the height of the chassis battery. The telescopic end of the hydraulic cylinder is facing upward and is fixedly connected to a ball bearing. The ball bearing has a ball seat on an anti-detachment ball joint. The cooperation between the ball bearing and the ball seat is used to adjust the deflection angle of the chassis battery.

[0006] The road condition simulation component includes a rotating base that can rotate circumferentially on the test bench. The rotating base has a third equipment slot, in which an impact head is detachably installed. The impact head can move linearly within the third equipment slot and eject upwards to impact the chassis battery. Different bottom support components and side tilting components can be detachably installed on the rotating base according to the road condition simulation requirements. The bottom support components and side tilting components can be adjusted in position as the rotating base rotates circumferentially.

[0007] Furthermore, the chassis battery has threaded holes on its side for connection and fixation to the vehicle chassis, and a control panel is provided on the test bench.

[0008] Furthermore, the attitude adjustment component also includes a support plate fixedly connected to the ball seat. A connector is installed on the top side of the support plate away from the ball seat. The connector consists of bolts and nuts and is used to connect with the threaded holes on the chassis battery to limit the position of the chassis battery.

[0009] Furthermore, the hydraulic cylinder is electrically connected to the control panel of the test bench.

[0010] Furthermore, the road condition simulation component also includes a rotating trough set on the test bench. A rotating base is rotatably connected to the trough. A second equipment slot is formed in the bottom wall of the rotating trough. A hydraulic motor is fixedly connected to the bottom wall of the second equipment slot. The output shaft of the hydraulic motor faces upward and is fixedly connected to the bottom surface of the rotating base. A servo motor is fixedly connected to the side wall of the third equipment slot. A threaded rod is fixedly connected to the output shaft end of the servo motor. The end of the threaded rod away from the servo motor is rotatably connected to the side wall of the third equipment slot away from the servo motor. A slider is threaded onto the threaded rod, and the slider slides against the third equipment slot. The sliding block is connected to a linear motor. The telescopic shaft of the linear motor faces upward and is fixedly connected to a positioning bolt. The positioning bolt is threaded to the impact head. The bottom of the side wall of the rotating base has multiple slots arranged in a ring. The side wall of the rotating base has a device slot one. The side wall of the device slot one away from the rotating base is fixedly connected to a hydraulic cylinder two. The telescopic shaft of the hydraulic cylinder two faces the rotating base and is fixedly connected to a locking block. The locking block and the slot are inserted and matched. The top of the rotating base has multiple screw holes arranged in a ring. The screw holes are threaded to the bottom support and the tilting part.

[0011] Furthermore, the diameter of the rotating base and the axial length of the equipment slot three are adapted to the width of the chassis battery of a standard size.

[0012] Furthermore, the swivel base and the rotating groove are axially anti-detachment and limited rotation, meaning that the swivel base can rotate freely in the circumferential direction within the rotating groove, but the swivel base cannot detach from the rotating groove.

[0013] Furthermore, the threaded rod is aligned with the three axes of the equipment slot.

[0014] Furthermore, the hydraulic motor, servo motor, linear motor, and hydraulic cylinder are all electrically connected to the control system of the test bench.

[0015] Compared with the prior art, the beneficial effects of the present invention are:

[0016] Independent height-adjustable attitude adjustment components were designed at the four corners of the chassis battery, which can flexibly realize various spatial tilt attitudes such as pitch and lateral tilt, fully reproduce various real driving attitudes such as vehicle going up and down slopes, single-sided road surface depressions, and curb height differences, so that the chassis battery impact conditions are completely consistent with the real vehicle chassis stress state, greatly improving the simulation degree of chassis collision test on real vehicle road conditions.

[0017] A barrier structure was designed that can be rotated circumferentially and adjusted in position, and can be freely selected in terms of materials and shape. This allows for arbitrary adjustment of the deflection angle and position of the obstacle, ensuring that the obstacle can be adjusted to any position on the chassis battery detection movement path. This fully simulates various real road obstacles such as road gravel, road surface protrusions, and damaged curbs, enriching the experimental data of the test. At the same time, combined with the overall adjustable height of the chassis battery, it can also flexibly adjust the collision height between the obstacle and the bottom of the chassis battery, adapting to more road conditions with height differences.

[0018] The impact device is designed to move to any position within the chassis battery area by means of circular rotation and its own linear movement. Combined with the multi-dimensional height tilt adjustment of the chassis battery itself, it can perform pinpoint ejection impact on any position on the bottom surface of the chassis battery, completely eliminating the test blind zone caused by fixed-point impact of traditional equipment. It can specifically verify the impact protection performance of various areas and corners of the bottom of the battery pack. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of the overall device of the present invention;

[0020] Figure 2 For the present invention Figure 1 Enlarged view of point A in the middle;

[0021] Figure 3 This is a schematic diagram showing the positions of the chassis battery, support plate, swivel base, and other structures of the present invention;

[0022] Figure 4 For the present invention Figure 3 Enlarged view of point B in the middle;

[0023] Figure 5 This is a cross-sectional schematic diagram of the structure of the ball bearing, ball seat, etc. of the present invention;

[0024] Figure 6 This is a cross-sectional schematic diagram of the rotating groove, rotating seat, and other structures of the present invention;

[0025] Figure 7 For the present invention Figure 6 Enlarged view of point C in the middle;

[0026] Figure 8 This is a cross-sectional schematic diagram of the three structures of the present invention: card slot, equipment slot, etc.

[0027] Figure 9 This is an exploded view of the structure of the rotary table, linear motor, and support component of the present invention.

[0028] Figure 10 This is a cross-sectional schematic diagram of the structure of the rotating tank, equipment tank, etc. of the present invention.

[0029] In the picture:

[0030] 11. Chassis battery;

[0031] 21. Test bench; 22. Support block; 23. Hydraulic cylinder one; 24. Ball bearing; 25. Ball seat; 26. Support plate; 27. Connecting parts;

[0032] 31. Rotary slot; 32. Equipment slot one; 33. Equipment slot two; 34. Hydraulic motor; 35. Rotary seat; 36. Equipment slot three; 37. Servo motor; 38. Threaded rod; 39. Slider; 310. Linear motor; 311. Positioning bolt; 312. Impact head; 313. Slot; 314. Hydraulic cylinder two; 315. Locking block; 316. Screw hole; 317. Bottom support; 318. Side tilting component. Detailed Implementation

[0033] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0034] Reference Figures 1 to 10 As shown, an automotive chassis anti-collision detection device includes a test bench 21, which is used to test the chassis battery 11. The test bench 21 is equipped with four attitude adjustment components and road condition simulation components.

[0035] In the prior art, the chassis battery 11 has a threaded hole on its side for connecting and fixing to the vehicle chassis.

[0036] Among them, the test bench 21 is equipped with a control panel.

[0037] The attitude adjustment component is used to adjust the detection attitude of the chassis battery 11, and the road condition simulation component is used to simulate different intrusion states of the chassis battery 11 in real road conditions.

[0038] A traction device is provided on the test bench 21. The attitude adjustment component includes a support block 22 installed on the traction device of the test bench 21. The support block 22 is slidably connected to the test bench 21. The support block 22 can be driven by the traction device to move linearly on the test bench 21. A hydraulic cylinder 23 is installed on the top surface of the support block 22. The hydraulic cylinder 23 is used to control the height of the chassis battery 11. The telescopic end of the hydraulic cylinder 23 faces upward and is fixedly connected to a ball bearing 24. The ball bearing 24 has a ball seat 25 with an anti-detachment ball joint. The cooperation between the ball bearing 24 and the ball seat 25 is used to adjust the deflection angle of the chassis battery 11.

[0039] The attitude adjustment component also includes a support plate 26 fixedly connected to the ball seat 25. A connector 27 is installed on the top side of the support plate 26 away from the ball seat 25. The connector 27 is composed of bolts and nuts and is used to connect with the threaded hole on the chassis battery 11 to limit the position of the chassis battery 11.

[0040] Among them, the hydraulic cylinder 23 is electrically connected to the control panel of the test bench 21.

[0041] The road condition simulation component includes a rotating base 35, which can rotate circumferentially on the test bench 21. The rotating base 35 has an equipment slot 36, and an impact head 312 is detachably installed in the equipment slot 36. The impact head 312 can move linearly in the equipment slot 36 and eject upward to impact the chassis battery 11. Different bottom support components 317 and side tilting components 318 can be detachably installed on the rotating base 35 according to the road condition simulation requirements. The bottom support components 317 and side tilting components 318 can be adjusted in position as the rotating base 35 rotates circumferentially.

[0042] The road condition simulation component also includes a rotating trough 31 on the test bench 21. A rotating base 35 is rotatably connected to the rotating trough 31. A second equipment slot 33 is formed in the bottom wall of the rotating trough 31. A hydraulic motor 34 is fixedly connected to the bottom wall of the second equipment slot 33. The output shaft of the hydraulic motor 34 faces upward and is fixedly connected to the bottom surface of the rotating base 35. A servo motor 37 is fixedly connected to the side wall of the third equipment slot 36. A threaded rod 38 is fixedly connected to the output shaft end of the servo motor 37. The end of the threaded rod 38 away from the servo motor 37 is rotatably connected to the side wall of the third equipment slot 36 away from the servo motor 37. A slider 39 is threadedly connected to the threaded rod 38. The slider 39 is slidably connected to the third equipment slot 36. The top surface of the slider 39... A linear motor 310 is fixedly connected. The telescopic shaft end of the linear motor 310 faces upward and is fixedly connected with a positioning bolt 311. The positioning bolt 311 is threadedly connected to the impact head 312. The bottom side wall of the rotating seat 35 has multiple slots 313 arranged in a ring array. The side wall of the rotating slot 31 has a device slot 32. The side wall of the device slot 32 away from the rotating seat 35 is fixedly connected to a hydraulic cylinder 314. The telescopic shaft end of the hydraulic cylinder 314 faces the rotating seat 35 and is fixedly connected to a locking block 315. The locking block 315 is inserted into the slot 313. The top of the rotating seat 35 has multiple screw holes 316 arranged in a ring array. The screw holes 316 are threadedly connected to the bottom support 317 and the tilting component 318.

[0043] It should be noted that the diameter of the rotatable base 35 and the axial length of the equipment slot 36 are adapted to the width of the standard-sized chassis battery 11.

[0044] Among them, the rotatable seat 35 and the rotating groove 31 are axially anti-detachment and limited rotation, that is, the rotatable seat 35 can rotate freely in the circumferential direction in the rotating groove 31, but the rotatable seat 35 cannot detach from the rotating groove 31.

[0045] Among them, threaded rod 38 and equipment slot 36 are coaxial and oriented.

[0046] Among them, the linear motor 310 is a known existing technology, and the linear motor 310 is commonly used in the existing technology as the driving source for the bottom impact test of the chassis battery 11.

[0047] Among them, hydraulic motor 34, servo motor 37, linear motor 310, and hydraulic cylinder 314 are all electrically connected to the control system of test bench 21.

[0048] It should be noted that the impact head 312 is detachably mounted on the linear motor 310 via a threaded connection with the positioning bolt 311. This allows operators to select impact heads 312 with different shapes, sizes, materials, and other parameters according to testing requirements.

[0049] Among them, the bottom support component 317 and the side tilt component 318 are used to simulate hard collision conditions in actual road conditions, and to subject the bottom of the chassis battery 11 to rigid impact and scratches.

[0050] It should be noted that the bottom support component 317 and the side tilting component 318 have different functions. The bottom support component 317 is used to simulate working conditions such as gravel and road surface protrusions, while the side tilting component 318 is used to simulate working conditions such as curb stones, steps on uphill and downhill slopes, and pothole edges.

[0051] Specifically: The bottom support 317 and the side tilting component 318 are detachably connected to the turntable 35 through threaded connection with the screw hole 316. The staff can select bottom support 317 and side tilting component 318 with different shapes, sizes, materials and other parameters according to actual needs.

[0052] It should be added that the cooperation between the base support 317, the tilting component 318 and the screw hole 316 is as follows: Since the screw hole 316 is arranged in a circumferential array on the rotary seat 35, the operator can select the corresponding screw hole 316 according to the span requirements of the base support 317 and the tilting component 318 on the rotary seat 35 due to their different sizes, so as to tighten the threads of the base support 317 and the tilting component 318, in order to adapt to the installation conditions of base support 317 and the tilting component 318 of different sizes on the rotary seat 35.

[0053] It should be noted that the insertion and engagement of the locking block 315 and the locking slot 313 serves the following purpose: by engaging the locking block 315 and the locking slot 313, the rotating base 35 is restricted from rotating within the rotating slot 31, thereby preventing the hydraulic motor 34 from being damaged due to excessive force when the chassis battery 11 collides and impacts with the bottom support 317 and the tilting member 318. Furthermore, it ensures that after the bottom support 317 and the tilting member 318 are rotated and adjusted by the rotating base 35, their adjusted positions remain fixed, preventing the bottom support 317 and the tilting member 318 from shifting due to impact from the chassis battery 11, and ensuring the effectiveness of the bottom support 317 and the tilting member 318 as rigid collision barriers for the chassis battery 11.

[0054] In the initial state of operation, before the impact and collision detection of the chassis battery 11 has been performed, the structural states of the attitude adjustment component and the road condition simulation component are as follows:

[0055] All four attitude adjustment components are located on the test bench 21 on the side away from the rotating seat 35. The telescopic shaft of hydraulic cylinder 1 23 is fully retracted, and the support plate 26 is not yet connected to the chassis battery 11 via the connector 27. The telescopic shaft of hydraulic cylinder 2 314 is fully extended, and the locking block 315 is inserted into the corresponding slot 313. At this time, the rotating seat 35 is restricted from rotating within the rotating slot 31. The telescopic shaft of the linear motor 310 is fully retracted, the impact head 312 is not threaded onto the positioning bolt 311, and the bottom support 317 and the tilting component 318 are not threaded onto the screw hole 316.

[0056] The working principle and operating state, specifically when impact and collision tests are required for the chassis battery 11, are as follows:

[0057] At this point, the operator uses the connector 27 to tighten the threaded connection with the threaded hole on the chassis battery 11, simultaneously mounting the chassis battery 11 onto the four attitude adjustment components. The four attitude adjustment components are then positioned at the four corners of the chassis battery 11. Simultaneously, the operator selects the required support component 317 or tilting component 318 for the current test and mounts it onto the rotator 35 via the threaded connection with the screw hole 316.

[0058] After completion, the staff adjusts the height of the chassis battery 11 according to the test requirements to adjust the vertical overlap between the chassis battery 11 and the support component 317 or the tilting component 318. That is, the staff simultaneously drives the hydraulic cylinders 23 of the four posture adjustment components, so that the telescopic shafts of the four hydraulic cylinders 23 extend synchronously. At this time, the telescopic shaft ends of the hydraulic cylinders 23 push the chassis battery 11 to lift the overall height. Since the four hydraulic cylinders 23 extend synchronously, the chassis battery 11 is raised while maintaining a horizontal state until the vertical overlap between the chassis battery 11 and the support component 317 or the tilting component 318 reaches the test requirements.

[0059] After completion, the operator can adjust the corresponding position of the support component 317 or the tilting component 318 on the horizontal plane of the chassis battery 11 according to the test requirements. This adjusts the impact position of the chassis battery 11 and the support component 317 or the tilting component 318 in the width direction. At this time, the operator drives the telescopic shaft of the hydraulic cylinder 314 to retract, thereby pulling the locking block 315 out of the currently inserted slot 313. At this time, the hydraulic cylinder 314 no longer restricts the rotation of the rotating seat 35 through the slot 313. Subsequently, the operator drives the hydraulic motor 34 to run. The output shaft of the hydraulic motor 34 drives the rotating seat 35 to rotate in the rotating groove 31. As the rotating seat 35 rotates, the lateral coordinates of the support component 317 or the tilting component 318 on the moving trajectory of the chassis battery 11 are changed, thereby adjusting the overlap position of the support component 317 or the tilting component 318 and the chassis battery 11 on the horizontal plane.

[0060] It should be noted that since the diameter of the rotatable base 35 is adapted to the width of the standard-sized chassis battery 11, the position adjustment of the bottom support 317 and the tilting component 318 can ensure that the bottom support 317 and the tilting component 318 can cover the entire width direction of the chassis battery 11. In other words, the bottom support 317 and the tilting component 318 can be moved to any position in the width direction of the chassis battery 11 for testing.

[0061] After the positions of the bottom support 317 and the tilting component 318 are adjusted, the operator can drive the extension shaft of the hydraulic cylinder 314 to extend or retract, so that the locking block 315 is inserted into the corresponding slot 313. Through the insertion of the locking block 315 and the slot 313, the rotating seat 35 is limited in the rotating groove 31, thereby fixing the position of the bottom support 317 or the tilting component 318 on the test bench 21, ensuring the effectiveness of the bottom support 317 and the tilting component 318 as obstacles on the moving path of the chassis battery 11.

[0062] It should be noted that the above impact test was conducted with the chassis battery 11 in a horizontal position, i.e., under normal road conditions, the impact on the chassis during horizontal vehicle travel. However, through the coordinated operation of the attitude adjustment component and the road condition simulation component, tests can also be conducted to simulate real-world road conditions such as uneven road surfaces, resulting in vehicle chassis pitching, climbing up and down slopes, tilting, falling into potholes on one side, or being lifted by curbs. The details are as follows:

[0063] Based on the above, in real road conditions, when the vehicle chassis pitches up or down slopes or tilts and falls into a pit on one side due to uneven road surfaces, the state of the chassis battery 11 has a common characteristic: there will be a height difference between the two sides of the chassis battery 11. When there is a height difference between the two sides of the chassis battery 11 corresponding to the vehicle's driving direction, the chassis pitches up or down slopes. When there is a height difference between the two sides of the chassis battery 11 corresponding to the width direction, the vehicle falls into a pit on one side or is lifted up by a curb in the width direction.

[0064] Based on the aforementioned attitude characteristics of the chassis battery 11 under different road conditions, operators can drive the four attitude adjustment components to operate. The four hydraulic cylinders 23 located at the four corners of the chassis battery 11 synchronously adjust the position of their telescopic ends, so that the telescopic shaft ends of the two hydraulic cylinders 23 on the same side of the chassis battery 11 are higher than the telescopic shaft ends of the two hydraulic cylinders 23 on the other side. This allows the chassis battery 11 to tilt towards the side with the lower telescopic shaft ends of the hydraulic cylinders 23. Specifically, a height difference appears on both sides of the chassis battery 11 along its length, i.e., the chassis battery 11 pitches, simulating the vehicle going up or down a slope. A height difference appears on the width of the chassis battery 11, i.e., the chassis battery 11 tilts, simulating the vehicle falling into a pothole on one side or being lifted by a curb.

[0065] During this process, as a height difference appears on both sides of the chassis battery 11, the chassis battery 11 will deflect accordingly at the output shaft end of the hydraulic cylinder 23. Since the hydraulic cylinder 23 and the chassis battery 11 are connected by the cooperation of the ball bearing 24 and the ball seat 25, it can assist the deflection of the chassis battery 11. This ensures that the chassis battery 11 remains stably supported after the attitude adjustment, which is used for stability during subsequent impact tests.

[0066] It is important to note that as the attitude of the chassis battery 11 is adjusted, the road condition simulation component can still be adjusted during the movement of the chassis battery 11 after the attitude adjustment. The bottom support 317 or the tilting component 318 can be adjusted to any position on the moving path of the chassis battery 11 after the attitude adjustment, or different shapes, sizes, or materials of the bottom support 317 and tilting component 318 can be replaced. This simulates the chassis battery 11 under different attitudes and impact conditions, thereby achieving a high degree of coordination between the attitude adjustment component and the road condition simulation component, and ensuring the comprehensiveness of the impact test on the chassis battery 11.

[0067] During the impact test, the chassis battery 11 maintains the actual road condition posture simulated by the current chassis battery 11. The traction device of the test bench 21 drives the chassis battery 11 to move on the test bench 21, so that the chassis battery 11 impacts the bottom support 317 or the side tilting member 318 according to the preset overlap height and overlap position during the movement.

[0068] The operation of the road condition simulation component can also perform impact tests on the bottom of the chassis battery 11 in different postures, as follows: During the impact test, the operator selects an impact head 312 of the appropriate shape, size, and material according to the test requirements, and secures the impact head 312 to the telescopic shaft end of the linear motor 310 using positioning bolts 311. After completion, the operator moves the chassis battery 11 on the test bench 21 to the position corresponding to the rotating seat 35 using the traction device of the test bench 21.

[0069] Subsequently, based on the current requirement for bottom impact on the chassis battery 11, the staff adjusted the position of the impact head 312 accordingly. At this time, the user can simultaneously drive the hydraulic motor 34 and the servo motor 37. As the servo motor 37 runs, its output shaft rotates, which drives the threaded rod 38 to rotate. The threaded rod 38 tends to drive the slider 39 to deflect along the thread direction of the threaded rod 38. However, since the slider 39 is guided and slid by the equipment slot 36, the slider 39 can only slide linearly along the axial direction of the equipment slot 36. Thus, as the servo motor 37 runs, the position of the impact head 312 can be adjusted in the axial direction of the equipment slot 36. As the hydraulic motor 34 runs, it drives the rotating seat 35 to rotate, thereby the rotating seat 35 drives the impact head 312 to adjust its position in the circumferential direction of the rotating seat 35.

[0070] By combining the linear movement of the impact head 312 within the rotating base 35 with the circumferential rotation driven by the rotating base 35, the impact head 312 can be freely adjusted within the entire circumference of the equipment slot 36 (with the rotating base 35 as the center). Combined with the statement above that "the diameter of the rotating base 35 and the axial length of the equipment slot 36 are adapted to the width of the conventional chassis battery 11," the impact head 312 can be adjusted to any position in the width direction of the chassis battery 11.

[0071] The position of the impact head 312 along the length of the chassis battery 11 can be adjusted by the traction device of the chassis battery 11 on the test bench 21. That is, through the coordinated operation of the road condition simulation component and the attitude adjustment component, impact tests can be performed on any point on the bottom of the chassis battery 11. During the impact test, the linear motor 310 extends upward to push the impact head 312 to impact the bottom surface of the chassis battery 11, so that the impact head 312 impacts the preset position on the bottom of the chassis battery 11.

[0072] It should be noted that during the bottom impact test of the chassis battery 11, the attitude adjustment component can adjust the chassis battery 11 to various attitudes that conform to actual road conditions, thereby enhancing the richness of the impact test data of the chassis battery 11.

[0073] In summary, the following beneficial effects can be achieved:

[0074] Independent height-adjustable attitude adjustment components are designed at the four corners of the chassis battery 11, which can flexibly realize various spatial tilt attitudes such as pitch and lateral tilt, fully reproduce various real driving attitudes such as vehicle going up and down slopes, single-sided road surface depressions, and curb height differences, so that the impact conditions of the chassis battery 11 are completely consistent with the real stress state of the actual vehicle chassis, greatly improving the simulation degree of chassis collision test on real vehicle road conditions.

[0075] The design incorporates a barrier structure that can be rotated circumferentially and adjusted in position, with freely selectable materials and shapes. This allows for arbitrary adjustment of the obstacle's deflection angle and location, ensuring that the obstacle can be positioned at any point on the detection path of the chassis battery 11. This fully simulates various real road obstacles such as road gravel, road bumps, and damaged curbs, enriching the experimental data for testing. Furthermore, the adjustable overall height of the chassis battery 11 allows for flexible adjustment of the collision height between the obstacle and the bottom of the chassis battery 11, adapting to more simulated road conditions with varying height differences.

[0076] The impact device is designed to move to any position within the chassis battery 11 by means of circular rotation and its own linear movement. Combined with the multi-dimensional height tilt adjustment of the chassis battery 11, it can complete the fixed-point ejection impact at any position on the bottom surface of the chassis battery 11, completely eliminating the test blind zone caused by the fixed-point impact of traditional equipment. It can specifically verify the impact protection performance of various areas and corners at the bottom of the battery pack.

[0077] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. An automotive chassis impact detection device, characterized by: It includes a test bench, which is used to test the chassis battery. The test bench is equipped with four attitude adjustment components and a road condition simulation component. The attitude adjustment components are used to adjust the test attitude of the chassis battery, and the road condition simulation component is used to simulate different intrusion states of the chassis battery in real road conditions. The test bench is equipped with a traction device. The attitude adjustment component includes a support block installed on the traction device of the test bench. The support block is slidably connected to the test bench. The support block is driven by the traction device to move linearly on the test bench. A hydraulic cylinder is installed on the top surface of the support block. The hydraulic cylinder is used to control the height of the chassis battery. The telescopic end of the hydraulic cylinder is facing upward and is fixedly connected to a ball bearing. The ball bearing has a ball seat on an anti-detachment ball joint. The cooperation between the ball bearing and the ball seat is used to adjust the deflection angle of the chassis battery. The attitude adjustment component also includes a support plate fixedly connected to the ball seat. A connector is installed on the top side of the support plate away from the ball seat. The connector consists of bolts and nuts and is used to connect with the threaded holes on the chassis battery to limit the position of the chassis battery. The road condition simulation component includes a rotating base that rotates circumferentially on the test bench. The rotating base has a third equipment slot, and an impact head is detachably installed in the third equipment slot. The impact head moves linearly in the third equipment slot and ejects upward to impact the chassis battery. Different bottom support components and side tilting components are detachably installed on the rotating base according to the road condition simulation requirements. The bottom support components and side tilting components adjust their positions as the rotating base rotates circumferentially. The road condition simulation component also includes a rotating trough mounted on a test bench. A rotating base is rotatably connected to the trough. A second equipment slot is formed in the bottom wall of the rotating trough. A hydraulic motor is fixedly connected to the bottom wall of the second equipment slot, with its output shaft facing upwards and fixedly connected to the bottom surface of the rotating base. A servo motor is fixedly connected to the side wall of the third equipment slot. A threaded rod is fixedly connected to the output shaft end of the servo motor. The end of the threaded rod away from the servo motor is rotatably connected to the side wall of the third equipment slot away from the servo motor. A slider is threadedly connected to the threaded rod, and the slider slides in contact with the third equipment slot. Next, a linear motor is fixedly connected to the top surface of the slider. The telescopic shaft end of the linear motor faces upward and is fixedly connected to a positioning bolt. The positioning bolt is threadedly connected to the impact head. Multiple slots are arranged in a ring array at the bottom of the side wall of the rotating seat. Equipment slot one is opened in the side wall of the rotating slot. Hydraulic cylinder two is fixedly connected to the side wall of equipment slot one away from the rotating seat. The telescopic shaft end of hydraulic cylinder two faces the side of the rotating seat and is fixedly connected to a locking block. The locking block and the slot are inserted and matched. Multiple screw holes are arranged in a ring array on the top of the rotating seat. The screw holes are threadedly connected to the bottom support and the side tilting part.

2. The vehicle chassis anti-collision detection device according to claim 1, characterized in that: The chassis battery has threaded holes on its side for connection and fixation to the vehicle chassis, and a control panel is set on the test bench.

3. The vehicle chassis anti-collision detection device according to claim 2, characterized in that: The hydraulic cylinder is electrically connected to the control panel of the test bench.

4. The vehicle chassis anti-collision detection device according to claim 1, characterized in that: The diameter of the rotating base and the axial length of the equipment slot three are adapted to the width of the chassis battery of a standard size.

5. The vehicle chassis anti-collision detection device according to claim 1, characterized in that: The axial anti-detachment limiting rotation of the swivel base and the swivel groove means that the swivel base can rotate freely in the circumferential direction within the swivel groove, but the swivel base cannot detach from the swivel groove.

6. The vehicle chassis anti-collision detection device according to claim 1, characterized in that: The threaded rod is aligned with the three axes of the equipment slot.

7. The vehicle chassis anti-collision detection device according to claim 1, characterized in that: The hydraulic motor, servo motor, linear motor, and hydraulic cylinder are all electrically connected to the control system of the test bench.

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