Collision device, collision testing system, and commissioning method of collision device

Abstract

This application provides a collision device, a collision testing system, and a debugging method for the collision device, belonging to the field of automotive performance testing technology. It includes a damper body, a damping tube, and a shearing component. The damping shell of the damper body is fixed to a base, and a piston is slidably inserted into the damping shell along a first horizontal direction. The damping tube is located at the telescopic end of the piston, with its length parallel to the first horizontal direction. The free end of the damping tube can contact the test trolley during its movement and collapse and deform along the first horizontal direction under the compression of the test trolley. The shearing component penetrates the damping shell and the piston along a third direction, perpendicular to the first horizontal direction. The shearing component can be sheared when the shear force between the piston and the damping shell exceeds a preset value. This application reproduces the peak value of a rear-end collision impact through the collapse of the damping tube, and achieves a smooth return of acceleration to zero by the shearing of the shearing component, accurately reproducing the whiplash waveform of stage two, thus improving the accuracy and reliability of pre-braking whiplash testing.

Description

Technical Field

[0001] This application belongs to the field of automotive performance testing technology, and more specifically, relates to a collision device, a collision testing system, and a method for debugging the collision device. Background Technology

[0002] In the field of automotive safety testing, whiplash testing is an important method for evaluating the neck protection performance of seat headrests in rear-end collisions. Traditional whiplash tests use an acceleration trolley to launch a slide containing a seat and a dummy, simulating a rear-end collision. However, with the widespread adoption of active safety technologies (such as AEB), a new whiplash scenario has emerged in real-world traffic accidents: a rear-end collision occurring after the vehicle in front has applied AEB. In this scenario, the occupant is already in a forward-leaning posture before the collision, significantly different from the normal sitting posture without AEB, resulting in different forms of neck injury.

[0003] Therefore, a pre-braking whiplash test waveform was proposed, which includes a braking deceleration phase (phase one) and a rear-end collision impact phase (phase two). Existing test equipment (such as ordinary acceleration trolleys) is difficult to synthesize the waveforms of the above two phases independently, and there is a lack of dedicated devices that can accurately simulate the acceleration waveform (including the peak value of the rising segment and the zero value of the falling segment) of the rear-end collision impact phase (phase two). Summary of the Invention

[0004] The purpose of this application is to provide a collision device, a collision test system, and a debugging method for the collision device, which aims to accurately reproduce the acceleration waveform during the rear-end collision impact phase in the pre-braking whiplash process, so as to improve the accuracy of the pre-braking whiplash test.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a collision device, including: The damper body has a damping shell and a piston, the damping shell is fixed to the base, and the piston is slidably inserted into the damping shell along a first horizontal direction; A damping tube is provided at the telescopic end of the piston. The length direction of the damping tube is parallel to the first horizontal direction. The free end of the damping tube can come into face-to-face contact with the test trolley during its movement and collapse and deform along the first horizontal direction under the compression of the test trolley. A shearing element extends through the damping housing and the piston along a third direction, the third direction being perpendicular to the first horizontal direction. The shearing element can be sheared when the shear force between the piston and the damping housing exceeds a preset value.

[0006] The solution shown in this application embodiment has the following advantages compared with the prior art: Firstly, the damping tube collapses and deforms along the first horizontal direction under the impact of the test trolley. Its deformation process is directly related to the displacement of the test trolley, which can convert the acceleration waveform into a displacement function (i.e., an acceleration-displacement curve). By pre-calibrating the acceleration that a single damping tube can generate (which is related to the structural performance of the damping tube itself), the required number of damping tubes and their distribution can be calculated, thereby achieving controllable construction of the peak value of the acceleration rise segment and realizing accurate reproduction of the acceleration waveform during the whiplash phase.

[0007] Secondly, the shearing component is sheared when the shearing force between the piston and the damping shell exceeds a preset value, indicating that energy absorption is complete, and the acceleration decreases and returns to zero. By adjusting the number, material, or penetration position of the shearing component, the shearing trigger point can be flexibly controlled, thereby adjusting the slope of the acceleration descent segment, reproducing the true characteristics of the waveform descent segment, and achieving a smooth return of acceleration to zero after impact.

[0008] Third, the device can be fixed to a base (such as a collision wall), has a compact structure, and can be used in conjunction with a test trolley without changing the core architecture of the existing traction system, which helps reduce the difficulty and cost of modification. The damping tube is in direct contact with the test trolley, with a clear action path and fast impact response, making it suitable for high-speed, high-acceleration collision testing environments and easy to integrate with existing traction systems.

[0009] Fourth, the number, length, and distribution density of damping tubes can be flexibly adjusted to suit waveform requirements with different peak accelerations and ramp rates. The number, position, and material strength of the shearing components are adjustable to suit scenarios with different zero-return ramp rates and energy absorption requirements. The overall device features a modular design, adjustable parameters, adaptability to various test waveforms, and facilitates quick replacement and repeated testing, thereby improving testing efficiency.

[0010] This application reproduces the peak impact of a rear-end collision by collapsing the damping tube and achieves a smooth return of acceleration to zero by shearing the shearing component, accurately reproducing the whiplash waveform of stage two, thereby improving the accuracy of the pre-braking whiplash test. The collision device of this application has adjustable structural parameters, which can flexibly adapt to different testing requirements. Moreover, the collision device of this application works in conjunction with the traction system, resulting in high test repeatability, which is beneficial to improving the accuracy and reliability of the pre-braking whiplash test.

[0011] In conjunction with the first aspect, in one possible implementation, there are several pistons, and each piston has a damping tube at its telescopic end.

[0012] In the above technical solution, a single large impact can be decomposed into multiple parallel energy absorption channels, reducing the risk of uneven load and deformation of a single damping tube and improving the load-bearing capacity and reliability of the device. At the same time, the multi-piston layout can realize the spatial superposition and adjustment of damping force. By adjusting the number, length or contact sequence of each damping tube, complex acceleration-displacement curves (such as stepped rise, multi-peak, etc.) can be constructed more flexibly, improving the waveform reproduction accuracy.

[0013] In conjunction with the first aspect, in one possible implementation, the side of the piston is provided with a sliding member that protrudes radially along the piston, and the sliding member has a sliding member shearing insertion hole that extends in the third direction. The damping housing is provided with a sliding groove that matches the shape of the sliding member, and the sidewall of the sliding groove is provided with a housing shearing insertion hole through the third direction; The shearing member can penetrate the shearing insertion hole of the housing and the shearing insertion hole of the sliding member.

[0014] In the above technical solution, by setting a radially protruding sliding member on the side of the piston and slidingly engaging with the groove inside the damping housing, the motion guiding accuracy of the piston can be improved, preventing the piston from circumferentially twisting or wobbling during impact, ensuring that the damping tube is always aligned with the test trolley along the first horizontal direction, and improving the consistency of waveform reproduction. The cooperation between the sliding member and the groove can also bear lateral loads, avoiding direct contact and friction between the piston and the inner wall of the damping housing, reducing wear and jamming risks, and extending the life of the device.

[0015] In some embodiments, the shearing member includes several shearing rods with different outer diameters, the sliding shearing insertion hole is divided into several sliding insertion holes with different inner diameters, and the housing shearing insertion hole is divided into several housing insertion holes with different inner diameters. The sliding insertion hole and the housing insertion hole are both adapted to the corresponding shearing rod.

[0016] The above technical solution can be implemented by setting shearing rods of different thicknesses at different displacement strokes of the piston or at different sliding component positions. The thinner rod is sheared first, followed by the thicker rod, releasing the damping force in stages. This decomposes the acceleration to zero process into multiple stages, achieving a stepped descent or a zero-acceleration waveform with a variable slope, and more accurately reproducing the complex energy absorption process in actual rear-end collisions.

[0017] The diameter of each shear bar can be selected independently, and by combining different materials (such as aluminum alloy, brass, and low-carbon steel), the shearing force value can be continuously adjusted to adapt to different waveforms or specific requirements of different vehicle models. Without replacing the entire piston or damping housing, simply changing the combination of shear bars with different diameters allows for rapid adjustment of the waveform characteristics during the zeroing phase, reducing debugging costs and time.

[0018] In some embodiments, the opening end face of the slider shearing socket is perpendicular to the central axis of the slider shearing socket, and the opening end face of the housing shearing socket is perpendicular to the central axis of the housing shearing socket.

[0019] In the above technical solution, when the shear rod is subjected to the relative shear force between the piston and the damping shell, if the open end face is perpendicular to the axis, the contact between the shear rod and the hole wall is a complete cylindrical surface fit, and the shear stress is uniformly distributed along the circumference without additional bending moment or axial component force. When the shear force reaches the preset threshold, the shear rod breaks cleanly and instantaneously along the cross-section. The shear triggering force is highly consistent with the theoretical calculation value and has small fluctuations, thus ensuring that the timing and slope of the acceleration zeroing stage are accurate and repeatable.

[0020] In conjunction with the first aspect, in one possible implementation, the damping tube has a buffer pad on the side facing the damping housing, and the buffer pad can contact the damping housing.

[0021] In the above technical solution, even after the damping tube is completely crushed, the test carriage may still carry a small amount of kinetic energy. The buffer pad absorbs this energy through elastic or plastic deformation, preventing a rigid collision between the piston and the damping shell and reducing the risk of device damage. Furthermore, the compression process of the buffer pad provides a gradually increasing auxiliary damping force, allowing the acceleration waveform to transition smoothly at the peak end, preventing waveform oscillations caused by a sudden drop in damping force and improving the smoothness of the zeroing phase. In addition, the buffer pad can absorb high-frequency impact components, reducing metal impact noise and vibration interference during testing, facilitating sensor data acquisition, and protecting the damping shell and piston end face. It can be replaced individually after wear, reducing maintenance costs.

[0022] Secondly, embodiments of this application also provide a collision testing system, including a drive guide device and the aforementioned collision device; The drive guide device corresponds to the collision device to guide the test trolley to crash into the damping tube on the collision device in a reverse manner.

[0023] The solution shown in this application, compared with the prior art, enables the drive guidance device to work in conjunction with the aforementioned collision device. By guiding the test trolley backward to impact the damping tube, the waveform of the rear-end collision impact phase can be accurately reproduced. The system can precisely control the impact peak and zeroing process, and the parameters can be flexibly adapted to different requirements. It is also flexibly compatible with traction facilities, has high test repeatability, low cost, and effectively improves the reliability and accuracy of pre-braking whiplash testing.

[0024] In conjunction with the second aspect, in one possible implementation, the drive guide device includes a cable-driven traction assembly, the traction end of which is locked to the test trolley and can be released from the lock when the distance between the test trolley and the damping tube is less than a preset value.

[0025] In the above technical solution, the cable-driven traction component can automatically unlock when the distance between the test trolley and the damping tube is less than a preset value, ensuring that the test trolley impacts the damping device in a free state. This avoids the traction cable causing additional constraints or rebound interference during the collision process, ensuring the purity and repeatability of the acceleration waveform. Simultaneously, the preset unhooking position can precisely control the initial impact velocity and displacement, improving waveform reproduction accuracy. This embodiment also reduces the risk of coupling failure between the traction system and the damping device, facilitating independent system debugging and maintenance.

[0026] Thirdly, embodiments of this application also provide a method for debugging a collision device, comprising the following steps: Obtain the peak value of acceleration and the slope of the rising segment in the acceleration-displacement curve during the whipping phase; The required number of damping tubes is determined based on the peak value of the acceleration. The order in which each damping tube contacts the test trolley is determined based on the slope of the rising segment, and the spatial position of each damping tube is adjusted according to the order.

[0027] The solution presented in this application, compared with existing technologies, achieves precise and rapid debugging of the collision device by quantitatively analyzing the acceleration-displacement curve during the whipping phase and directly mapping the waveform parameters (peak value, slope) to the number and contact sequence of damping tubes. Compared with traditional methods that rely on trial and error based on experience or complex simulations, this method effectively reduces the debugging cycle and cost, accurately reproduces the target acceleration waveform, and avoids waveform distortion or repeated tests caused by improper damping tube configuration. Furthermore, this method has good versatility and can flexibly adapt to different pre-braking whipping waveform requirements, which is conducive to the standardized and efficient operation of the testing system.

[0028] In conjunction with the third aspect, in one possible implementation, if the damper body has several pistons, the extension length of each piston is adjusted according to the collapse capability of each damping tube, so that the shearing element corresponding to each piston is cut off simultaneously.

[0029] In the above technical solution, multiple damping channels are released synchronously, avoiding multiple steps or oscillations in the acceleration curve caused by inconsistent shearing timing of each piston. During the zeroing phase, the test trolley deceleration can smoothly drop to zero, accurately reproducing the single falling edge waveform required by regulations, which is beneficial to the accuracy of subsequent injury assessment. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 Schematic diagram of the collision test system provided in Embodiment 1 of this application Figure 1 ; Figure 2 Schematic diagram of the collision test system provided in Embodiment 1 of this application Figure 2 ; Figure 3 This is an exploded view of the collision device provided in Embodiment 2 of this application; Figure 4 for Figure 3 Enlarged view of part A; Figure 5 This is a three-dimensional structural diagram of the collision device provided in Embodiment 2 of this application; Figure 6 This is a top view of the collision device in its working state as provided in Embodiment 2 of this application; Figure 7 The waveform diagram for pre-braking whiplash; Figure 8 This is the acceleration-displacement curve for the whipping phase.

[0032] In the diagram: 10. Collision device; 100. Damper body; 110. Damping shell; 111. Connecting seat; 112. Slide groove; 113. Sliding cavity; 120. Piston; 121. Sliding component; 122. Connecting seat; 123. Positioning platform; 124. Clamping component; 125. Clamping groove; 126. Clamping lock hole; 130. Transition connecting plate; 131. Seat connection position; 132. Base connection position; 140. Sliding component shearing insertion hole; 141. Sliding component insertion hole; 142. Sliding component opening end face; 150. Shell shearing insertion hole; 151. Shell insertion hole; 152. Shell opening end face; 200. Damping tube; 300. Shearing component; 310. Shearing rod; 400. Buffer pad; 20. Test trolley; 30. Base; 500. Base connecting groove. Detailed Implementation

[0033] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0034] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0035] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0036] The term "bonding connection" can be implemented in ways including but not limited to bonding welding, bonding followed by connection with threaded fasteners, etc.

[0037] The whiplash test is based on the pre-braking whiplash waveform diagram ( Figure 7 In the graph, the horizontal axis represents time, and the vertical axis represents acceleration. Analysis Figure 7 As can be seen from the waveform, the pre-braking whiplash is divided into two stages: Stage 1, the car brakes while in motion, i.e., braking deceleration is generated (e.g., (braking deceleration), this stage corresponds to The previous blue line; Phase two, after the car brakes, it is rear-ended again, resulting in an impact acceleration that does not exceed a threshold (e.g., not exceeding...). This stage corresponds to The blue line that follows. To conduct pre-braking whiplash testing during vehicle development, it is necessary to reproduce the acceleration waveform of pre-braking whiplash, especially to accurately replicate the acceleration waveform of stage two.

[0038] The existing crash test system has difficulty accurately reproducing the rear-end collision acceleration waveform of pre-braking whiplash, mainly due to the fundamental mismatch between the existing crash test equipment and the complex waveform of pre-braking whiplash.

[0039] Existing acceleration trolleys or traction systems are typically designed to reproduce a single rear-end collision impact waveform (such as a half-sine wave or trapezoidal wave), with an energy output mechanism of "one excitation, one energy absorption." However, pre-braking whiplash involves two distinct physical processes: stage one is a long-duration, low-deceleration braking simulation, and stage two is a short-duration, high-deceleration rear-end collision impact. These two stages differ in time scale, energy level, and occupant posture. Traditional equipment lacks the ability to connect them in series and precisely control the transition point, making it difficult to simulate the coupled process of the two stages.

[0040] Moreover, during the forward movement of the trolley, traditional damping devices (such as honeycomb aluminum and hydraulic buffers) either have fixed energy absorption characteristics and cannot build up the rise slope and peak value as needed; or they rely on complex electro-hydraulic servo control, which has a large response delay and is difficult to work stably in the millisecond-level collision process, especially in simulating the two-stage coupling process.

[0041] To solve the above problems, a collision device 10 is proposed, please refer to it as well. Figures 1 to 8 The collision device 10 provided in this application will now be described. The collision device 10 includes a damper body 100, a damping tube 200, and a shearing member 300. The damper body 100 has a damping shell 110 and a piston 120. The damping shell 110 is fixed to the base 30, and the piston 120 is slidably inserted into the damping shell 110 along a first horizontal direction. The damping tube 200 is located at the telescopic end of the piston 120. The length direction of the damping tube 200 is parallel to the first horizontal direction. The free end of the damping tube 200 can come into face-to-face contact with the test trolley 20 during its movement and collapse and deform along the first horizontal direction under the compression of the test trolley 20. The shearing member 300 penetrates the damping shell 110 and the piston 120 along a third direction, which is perpendicular to the first horizontal direction. The shearing member 300 can be sheared when the shear force between the piston 120 and the damping shell 110 exceeds a preset value.

[0042] In this embodiment, the first horizontal direction is parallel to the front-back direction, while the third direction is perpendicular to the front-back direction. The third direction can be parallel to the left-right direction, the up-down direction, or other directions. This embodiment exemplarily adopts a scheme where the third direction is parallel to the up-down direction. An example of the complete working process of using the collision device 10 of this embodiment for a pre-braking whiplash test is as follows: 1) Initial preparation stage: The collision device 10 is fixed to the base 30 by the mounting wall plate. The collision device 10 needs to be pre-adjusted. The adjustment is based on the acceleration-displacement curve of the whipping stage corresponding to the aforementioned stage two (e.g., Figure 8The curve shown represents displacement on the x-axis and acceleration on the y-axis. After adjusting the distribution of the damping tube 200 and the extension of the piston 120, a shearing piece 300 is used to penetrate the damping shell 110 and the piston 120 along a third direction to fix them relatively. The test carriage 20 is connected to the drive guide device, with one end of the test carriage 20 facing the damping tube 200.

[0043] 2) Test trolley 20 acceleration and reversal phase (phase one): Drive the guide device to set the acceleration (e.g., The test carriage 20 is pulled backward, causing the dummy on the test carriage 20 to lunge forward, simulating the occupant's posture under AEB braking. When the test carriage 20 reaches the end of the track, it disengages from the drive guide device and rushes towards the collision device 10 in a free state.

[0044] 3) Impact and Damping Tube 200 Collapse Stage: The test trolley 20 first contacts the free end of the damping tube 200. The test trolley 20 continues to retreat, compressing the damping tube 200 and causing it to collapse and deform along the first horizontal direction. The deformation of the damping tube 200 generates a reaction force, causing the test trolley 20 to experience a reverse acceleration (i.e., rear-end collision acceleration). If multiple damping tubes 200 are installed, they will contact the test trolley 20 simultaneously or sequentially in a preset order, with the acceleration gradually accumulating to the target peak value (e.g.,...). ), reproduce the rising segment of the acceleration-displacement curve during the whipping phase (i.e. Figure 8 (The section from the origin of the coordinate system to the peak of the curve).

[0045] 4) Shearing and Zeroing Stage of Shear Component 300: As the displacement of the test carriage 20 continues to increase, after the damping tube 200 completely collapses, the relative force between the piston 120 and the damping shell 110 increases to exceed the preset shear strength of the shear component 300, causing the shear component 300 to shear off. The piston 120 then slides relative to the damping shell 110, the damping force decreases rapidly, and the acceleration of the test carriage 20 smoothly returns to zero, replicating the descending segment of the acceleration-displacement curve during the whiplash stage (i.e.,...). Figure 8 The section following the peak of the middle curve.

[0046] Among them, stages 3) and 4) are integrated, which corresponds to the aforementioned rear-end collision impact stage (stage two).

[0047] 5) Reset and repeat test: After the test is completed, replace the collapsed damping tube 200 and the cut shearing component 300, push the piston 120 back to the initial position and insert the new shearing component 300, and then the next test can be performed.

[0048] It should be noted that since the acceleration-displacement curve during the whipping phase is obtained by integrating the pre-braking whipping waveform twice, being able to reproduce the acceleration-displacement curve during the whipping phase means being able to reproduce the whipping phase. Figure 7 The pre-braking whip waveform in the image.

[0049] The collision device 10 provided in this application has the following advantages compared with the prior art: Firstly, the damping tube 200 collapses and deforms along the first horizontal direction under the impact of the test trolley 20. Its deformation process is directly related to the displacement of the test trolley 20, which can convert the acceleration waveform into a displacement function (i.e., an acceleration-displacement curve). By pre-calibrating the acceleration that a single damping tube 200 can generate (which is related to the structural performance of the damping tube 200 itself), the required number of damping tubes 200 (the number is the ratio of the peak value of the acceleration-displacement curve to the acceleration generated by a single damping tube 200) and their distribution (the number of additional damping tubes 200 needed in different displacement intervals is determined based on the slope of the rising segment) can be calculated. This allows for the controllable construction of the acceleration rising segment and the accurate reproduction of the acceleration waveform during the whipping phase.

[0050] Secondly, when the shearing force between the piston 120 and the damping housing 110 exceeds a preset value, the shearing component 300 is sheared, indicating that energy absorption is complete, and the acceleration decreases and returns to zero. By adjusting the number, material, or penetration position of the shearing component 300, the shearing trigger point can be flexibly controlled, thereby adjusting the slope of the acceleration descent segment, reproducing the true characteristics of the waveform descent segment, and achieving a smooth return of acceleration to zero after impact.

[0051] Third, the entire device can be fixed to the base 30 (such as a collision wall), with a compact structure. It works in conjunction with the test trolley 20 without changing the core architecture of the existing traction system, which helps reduce the difficulty and cost of modification. The damping tube 200 directly contacts the test trolley 20, with a clear action path and fast impact response, making it suitable for high-speed, high-acceleration collision test environments and easy to integrate with existing traction systems.

[0052] Fourth, the number, length, and distribution density of the damping tubes 200 can be flexibly adjusted to suit waveform requirements with different peak accelerations and ramp rates. The number, position, and material strength of the shearing components 300 are adjustable to suit scenarios with different zero-return ramp rates and energy absorption requirements. The overall device features a modular design, adjustable parameters, adaptability to various test waveforms, and facilitates quick replacement and repeated testing, thereby improving testing efficiency.

[0053] This application reproduces the peak value of a rear-end collision by collapsing the damping tube 200 and achieving a smooth return of acceleration to zero by shearing the shearing component 300, thus accurately reproducing the whiplash waveform of stage two and improving the accuracy of the pre-braking whiplash test. The collision device 10 of this application has adjustable structural parameters, allowing for flexible adaptation to different testing requirements. Furthermore, the collision device 10 works in conjunction with the traction system, resulting in high test repeatability, which is beneficial for improving the accuracy and reliability of the pre-braking whiplash test.

[0054] In some embodiments, the damper body 100 may be implemented in ways including but not limited to a hydraulic industrial buffer (which generates significant resistance by flowing hydraulic oil through damping orifices, efficiently converting kinetic energy into heat energy, and can smoothly decelerate high-speed moving objects to a stop within a very short stroke, effectively handling the energy generated by the braking of the test trolley 20 at high speeds) and an adjustable industrial buffer (with a built-in adjustment knob, allowing operators to easily adjust the buffer's stiffness and energy absorption effect according to changes in load and speed, suitable for scenarios where test parameters such as the weight of the test trolley 20 frequently change). The damping housing 110 adopts a high-strength steel cylindrical structure, with its rear end fixed to the base 30 (e.g., a collision wall), and has an internal sliding cavity 113 extending along a first horizontal direction to accommodate the piston 120. The piston 120 slides within the sliding cavity 113, with its telescopic end (front end) extending out of the damping housing 110 and connecting to the rear end of the damping tube 200. A limit ring or sealing ring may be provided on the piston 120 to ensure smooth sliding and prevent foreign objects from entering the sliding cavity 113.

[0055] In some embodiments, the damping tube 200 is a thin-walled circular metal tube (such as aluminum alloy or low-carbon steel), and its axial length can be cut as needed. Each damping tube 200 undergoes plastic buckling deformation under axial compression, generating a stable reaction force, thereby providing controllable deceleration for the test trolley 20. The energy absorbed per unit displacement and the corresponding acceleration increment of a single damping tube 200 can be obtained in advance through static or dynamic calibration tests (e.g., each tube can generate...). (Acceleration).

[0056] In some embodiments, see Figure 1 , Figure 3 and Figure 6 The damping housing 110 has a protruding connecting seat 111 that fits snugly against the base 30, which improves the installation positioning accuracy and structural rigidity of the damping housing 110 and ensures the reliable alignment of the damping tube 200 and the test trolley 20. The snug connection can disperse impact loads, avoid local stress concentration, and extend the service life of the device; at the same time, it facilitates quick disassembly and repositioning, improving test consistency and efficiency.

[0057] Optionally, the connecting seat 111 is a flange-type or ear-plate type structure, protruding outward from the outer wall of the damping shell 110, and its mating surface is fastened to the surface of the base 30 by bolts or positioning pins. The outward protrusion design of the connecting seat 111 can maintain a certain gap between the main body of the damping shell 110 and the base 30, which is convenient for adjusting the level and centering; the mating connection uses a large area of ​​contact to transmit the impact force, reduce the torsional effect of bending moment on the damping shell 110, and ensure that the axis of the damping tube 200 is strictly parallel to the travel direction of the test trolley 20, thereby accurately reproducing the pre-braking whip wave.

[0058] In some embodiments, see Figure 1The collision device 10 also includes a transition connecting plate 130, which is disposed between the base 30 and the connecting seat 111. The transition connecting plate 130 has several sets of seat connection positions 131 and several sets of base connection positions 132. The transition connecting plate 130 is made of steel plate or cast plate. The seat connection positions 131 can be adapted to different models of damper bodies 100, and can also adjust the relative position of the damper body 100 and the transition connecting plate 130 in the height direction. By connecting to different positions on the base 30 through the base connection positions 132, the position of the transition connecting plate 130 can be adjusted in the horizontal and vertical directions.

[0059] This embodiment, by adding a transition connecting plate 130 and setting several sets of seat connection positions 131 and base connection positions 132 on it, can realize multi-degree-of-freedom position adjustment between the collision device 10 and the base 30. This is beneficial for aligning the collision device 10 with the center of the test trolley 20 (i.e., centering calibration) and adapting to the testing requirements of different models of test trolleys 20. At the same time, the transition connecting plate 130 can absorb installation errors and reduce the machining accuracy requirements of the base 30. In repeated collision tests, the transition connecting plate 130, as the direct load-bearing component between the base 30 and the damper body 100, forms a buffer effect between the base 30 and the damper body 100, reducing the probability of damage to the base 30 and the damper body 100. Therefore, the transition connecting plate 130 has a certain probability of deformation and damage. The transition connecting plate 130 is detachably connected to the base 30 and the damper body 100, which can be easily replaced, avoiding direct replacement of the damper body 100 or the base 30, reducing maintenance costs, and improving the compatibility and economy of the testing system.

[0060] Optionally, the base 30 is provided with a base connecting groove 500 extending along a second horizontal direction. The base connecting position 132 is a mounting hole corresponding to the base connecting groove 500. The extension direction of the base connecting position 132 is also the second horizontal direction. The base connecting groove 500 and the base connecting position 132 are fastened together by bolts (threads are machined on the side wall of the base connecting groove 500 so that the bolt passes through the base connecting position 132 and is screwed into the base connecting groove 500) or pins (the pin passes through the base connecting position 132 and is fixed in the base connecting groove 500 by interference fit). The second direction is parallel to the left-right direction and perpendicular to the front-back direction. This embodiment can realize continuous position adjustment of the entire collision device 10 along the second horizontal direction, improve the alignment accuracy with the test trolley 20, and at the same time reduce the processing and installation difficulty of the base 30, facilitate rapid debugging, and enhance the adaptability of the test system.

[0061] Optionally, the base connection position 131 is divided into several sets of connection holes distributed along the vertical direction. These holes are connected to the connecting seat 111 by fasteners such as bolts. The connecting seat 111 can be installed at different heights on the base mounting position. Through the multiple sets of connection holes distributed vertically, the overall installation height of the damping device can be flexibly adjusted to adapt to different end heights of the test trolley 20 or the horizontal plane of the track, improving alignment accuracy and test compatibility, and reducing installation and debugging difficulty.

[0062] In some embodiments, see Figures 1 to 6 The device comprises several pistons 120, each with a damping tube 200 at its telescopic end. By using multiple pistons 120, each independently configured with a damping tube 200, a single large impact can be decomposed into multiple parallel energy-absorbing channels, reducing the risk of uneven load and deformation on individual damping tubes 200 and improving the device's load-bearing capacity and reliability. Simultaneously, the multi-piston 120 layout allows for spatial superposition and adjustment of damping forces. By adjusting the number, length, or contact sequence of each damping tube 200, complex acceleration-displacement curves (such as stepped rises, multi-peak patterns, etc.) can be constructed more flexibly, improving waveform reproduction accuracy. Furthermore, the multi-piston 120 structure facilitates modular replacement and maintenance; damage to a single damping tube 200 or piston 120 does not require complete disassembly, reducing testing costs.

[0063] Multiple pistons 120 may be arranged in an array or a row-column pattern on the damping housing 110, for example: 1) Multiple pistons 120 are arranged side by side along a second horizontal direction (such as left and right), and several damping tubes 200 are installed at the front end of each piston 120. During the collision, the test trolley 20 simultaneously contacts all the damping tubes 200, achieving rapid superposition of large peak accelerations.

[0064] 2) Multiple sets of pistons 120 are distributed vertically to adapt to the structure of test trolleys 20 of different heights or to achieve asymmetrical load distribution.

[0065] 3) Multiple pistons 120 are arranged in a ring array, which can uniformly transmit impact loads, avoid eccentric loading, improve the neutrality and stability of the damping device, and are suitable for test trolleys 20 with circular or symmetrical structures.

[0066] By flexibly combining the above distribution methods, precise matching can be achieved. Figure 8 The characteristics of any ascending segment of the curve shown.

[0067] Based on the above embodiments, each piston 120 has several damping tubes 200 at its telescopic end, and the damping tubes 200 on each piston 120 are distributed in a preset array, such as... Figure 1 , Figure 5 The diagram shows a scheme in which five damping tubes 200 are provided at the telescopic end of each piston 120.

[0068] In some embodiments, see Figures 3 to 6 The piston 120 has a sliding member 121 protruding radially from its side, and a sliding member shearing insertion hole 140 extending in a third direction is provided on the sliding member 121. The damping housing 110 has a groove 112 adapted to the shape of the sliding member 121, and a housing shearing insertion hole 150 extending in a third direction is provided on the side wall of the groove 112. The shearing member 300 can pass through the housing shearing insertion hole 150 and the sliding member shearing insertion hole 140. The housing shearing insertion hole 150 is provided on one or both sides of the groove 112. The figure exemplarily shows a scheme where the upper and lower sides of the groove 112 are respectively provided with housing shearing insertion holes 150, allowing the shearing member 300 to pass through both sides of the groove 112 in the vertical direction.

[0069] In a specific implementation, the damping housing 110 is provided with a sliding cavity 113, the piston 120 is slidably inserted in the sliding cavity 113, and the sliding groove 112 is provided on the side of the sliding cavity 113.

[0070] This embodiment improves the motion guidance accuracy of the piston 120 by providing a radially protruding sliding member 121 on the side of the piston 120, which slides in cooperation with the groove 112 inside the damping housing 110. This prevents the piston 120 from circumferentially twisting or swaying during impact, ensuring that the damping tube 200 is always aligned with the test carriage 20 along the first horizontal direction, thus improving the consistency of waveform reproduction. The cooperation between the sliding member 121 and the groove 112 can also bear lateral loads, avoiding direct contact and friction between the piston 120 and the inner wall of the damping housing 110, reducing wear and jamming risks, and extending the life of the device.

[0071] In terms of shear locking, a shearing insertion hole 140 is provided on the sliding member 121, and a housing shearing insertion hole 150 is provided on the side wall of the sliding groove 112. After the two are aligned, they are connected by the shearing member 300. Since the cooperation between the sliding member 121 and the sliding groove 112 ensures the precise alignment of the insertion hole before impact, the shearing member 300 only bears pure shear force without additional bending moment, making the shear triggering force more accurate and predictable, thereby improving the controllability and repeatability of the acceleration zeroing stage (i.e., the descending segment of the acceleration-displacement curve in the whiplash stage).

[0072] Optionally, the sliding element 121 is a metal block with a rectangular or trapezoidal cross section, which is fixed to the side of the piston 120 by bolts or welding, and its outer contour forms a clearance fit with the groove 112 machined on the inner wall of the damping housing 110.

[0073] Optionally, the slider 121 extends from the front end of the piston 120 to the rear end of the piston 120, and the groove 112 penetrates the front end of the damping housing 110 along a first horizontal direction, with the rear end of the groove 112 closed. The slider 121 provides guidance throughout its entire length, preventing the piston 120 from swaying. The closed rear end of the groove 112 provides a stop, preventing the piston 120 from falling off and absorbing residual impact, thereby improving test safety and device lifespan.

[0074] Optionally, a plurality of sliding member shearing holes 140 are distributed along the first horizontal direction on the sliding member 121, and a plurality of housing shearing holes 150 are correspondingly opened on the bottom or side wall of the sliding groove 112. Multiple sets of holes can realize the setting of multiple shearing members 300 at different stroke positions of the piston 120, control the damping release in stages, reproduce complex zero-return waveforms (such as step descent), and improve the flexibility of waveform control.

[0075] In specific implementation, if the damping housing 110 and piston 120 are arranged in a one-to-one correspondence manner, a shearing insertion hole 150 is opened at the bottom of the groove, and the shearing member 300 is inserted along the width direction of the sliding member 121; alternatively, a shearing insertion hole 150 can be opened on the side wall, and the shearing member 300 is inserted along the thickness direction of the sliding member 121. If the damping housing 110 and piston 120 are arranged in a one-to-many manner (e.g. Figures 1 to 6 As shown), a shearing insertion hole 150 is opened on the side wall, and the shearing member 300 is inserted along the thickness direction of the sliding member 121.

[0076] During the test preparation phase, the piston 120 is pushed to a preset position, aligning the two sets of insertion holes coaxially, and then the shearing member 300 (such as an aluminum rod) is inserted. Multiple sliding members 121 can be provided (e.g., one on each of the upper and lower or left and right sides of the piston 120) to form symmetrical guidance, further improving resistance to lateral impact. After the shearing member 300 is cut, the sliding member 121 continues to slide along the groove 112 until the piston 120's stroke ends. Throughout the process, the sliding member 121 always constrains the movement direction of the piston 120, preventing the piston 120 from deflecting due to residual impact force. This embodiment is suitable for pre-braking whiplash test scenarios with high acceleration and large impact energy.

[0077] In some embodiments, see Figures 3 to 6 The shearing component 300 includes several shearing rods 310 with different outer diameters, the sliding shearing insertion hole 140 is divided into several sliding insertion holes 141 with different inner diameters, and the housing shearing insertion hole 150 is divided into several housing insertion holes 151 with different inner diameters. The sliding insertion hole 141 and the housing insertion hole 151 are both adapted to the corresponding shearing rods 310.

[0078] This embodiment achieves graded and adjustable configuration of shear triggering force by setting shear bars 310 with different outer diameters and matching sliding insert holes 141 and housing insert holes 151 with different inner diameters. Shear bars 310 with different outer diameters have different cross-sectional areas, corresponding to different shear strength thresholds under the same material. Simultaneously, insert holes with different inner diameters ensure a tight fit (such as a transition fit or a small clearance fit) between the shear bar 310 and the hole wall, preventing premature or delayed shearing due to impact or shaking. This multi-stage, multi-diameter design has the following beneficial effects: Firstly, shearing rods 310 of different thicknesses can be set at different displacement strokes of the piston 120 or at different positions of the sliding member 121. The thinner rod is sheared first, and the thicker rod is sheared later, releasing the damping force in stages, thereby decomposing the acceleration zeroing process into multiple stages, realizing a stepped descent or a zeroing waveform with a variable slope, and more accurately reproducing the complex energy absorption process in actual rear-end collisions.

[0079] Secondly, the diameter of each shear bar 310 can be selected independently. By combining different materials (such as aluminum alloy, brass, and low-carbon steel), the shearing force value can be continuously adjusted to adapt to the specific requirements of different waveforms or different vehicle models. Without replacing the entire piston 120 or damping housing 110, simply replacing the combination of shear bars 310 with different diameters allows for rapid adjustment of the waveform characteristics during the zeroing phase, reducing debugging costs and time.

[0080] Third, since each socket corresponds to and is matched with the shearing rod 310, the bending or jamming of the shearing rod 310 due to excessive gaps can be avoided, ensuring a crisp cutting action and accurate triggering force, thus improving test repeatability and reliability.

[0081] Optionally, the shearing rod 310 is typically made of cylindrical aluminum or steel. The sliding insert hole 141 and the housing insert hole 151 are circular holes that conform to the shape of the shearing rod 310. The inner diameter of the sliding insert hole 141 and the housing insert hole 151 forms a micro gap (≤0.05mm) with the outer diameter of the shearing rod 310.

[0082] The distribution of the sliding insert hole 141 and the housing insert hole 151 is illustrated in the following example: 1) Multiple sets of sliding member insertion holes 141 are distributed along the first horizontal direction on the sliding member 121, each set having a different inner diameter (e.g., , , At least two sliding insert holes 141; corresponding housing shearing insert holes 150 are also grouped according to the same inner diameter and opened on the side wall of the slide groove 112.

[0083] Arrangement example: Use a thin rod (cut off first) near the front end of piston 120. ), the middle section uses a medium rod ( The rear end uses a thick rod ( After the test trolley 20 impacts, the damping tube 200 collapses to a certain extent, the piston 120 moves backward, the thin rod first bears the shear force and is sheared, and the damping force is partially released; as it continues to move backward, the middle rod is sheared; finally, the thick rod is sheared, and the acceleration returns to zero. By adjusting the diameter, number, and position of each shearing rod 310, the reaction can be accurately reproduced. Figure 8 Arbitrary waveform characteristics of the falling segment during the whipping phase.

[0084] 2) See Figures 3 to 6 Multiple sets of sliding member insertion holes 141 are distributed along the second horizontal direction on the sliding member 121, each set having a different inner diameter (e.g., , , , At least two sliding insert holes 141; corresponding housing shearing insert holes 150 are also grouped according to the same inner diameter and opened on the side wall of the slide groove 112.

[0085] During the test, the impact of the trolley caused the piston 120 to move backward. With the axes of several shear bars 310 all in the same reference plane (the plane perpendicular to the piston 120), the shear bars 310 with larger diameters (at each left and right position) first bear the shearing force, generating the first stage of damping release; the thinner bars (at each left and right position) then cut off, generating the second stage of damping release, and the acceleration returned to zero.

[0086] In specific implementation, sliding members 121 are respectively provided on both sides of the piston 120, and each sliding member 121 is provided with at least one set of sliding member insertion holes 141. The sliding member insertion holes 141 on the left and right sides of the piston 120 are arranged symmetrically in mirror image. Figure 5 and Figure 6 As shown.

[0087] If different diameter combinations are used for the left and right groups (e.g., all thinner diameters on the left and all thicker diameters on the right), an asymmetrical shearing sequence can be achieved through eccentric loading, simulating the uneven lateral load that may exist in an actual rear-end collision.

[0088] In some embodiments, see Figure 4 The opening end face of the slider shearing insertion hole 140 is perpendicular to the central axis of the slider shearing insertion hole 140, and the opening end face of the housing shearing insertion hole 150 is perpendicular to the central axis of the housing shearing insertion hole 150. Specifically, the opening end face of the slider shearing insertion hole 140 is defined as the slider opening end face 142, and the opening end face of the housing shearing insertion hole 150 is defined as the housing opening end face 152.

[0089] When the shear rod 310 is subjected to the relative shear force between the piston 120 and the damping housing 110, if the open end face is perpendicular to the axis, the contact between the shear rod 310 and the hole wall is a complete cylindrical surface fit, and the shear stress is uniformly distributed along the circumference without additional bending moment or axial component force. When the shear force reaches the preset threshold, the shear rod 310 breaks cleanly and instantaneously along the cross-section. The shear trigger force is highly consistent with the theoretical calculation value and has small fluctuations, thus ensuring that the timing and slope of the acceleration zeroing stage are accurate and repeatable.

[0090] If the opening end face is tilted, the shearing rod 310 may generate a bending preload after insertion, or be squeezed and deformed due to the wedge effect of the end face during the impact process, causing the actual shearing force to deviate from the preset value, or even causing the shearing rod 310 to bend and get stuck in the hole and fail to cut, resulting in waveform distortion.

[0091] Furthermore, the planar opening perpendicular to the axis can be achieved through standard drilling or reaming processes. The chamfer of the opening is uniform, making it easy to inspect the perpendicularity of the end face and the accuracy of the hole diameter using a depth gauge or image sensor, thus reducing manufacturing costs and the difficulty of quality control. During the test preparation stage, the vertical end face ensures that the shearing rod 310 can be smoothly pushed into the insertion hole to the bottom, and forms a stable axial limit with the bottom plane of the hole (if it is a blind hole) or the opposite end face, avoiding the shearing rod 310 from being partially inserted or not fully inserted due to the inclined surface.

[0092] If a housing insertion hole 151 is provided on one side wall of the slide groove 112, then the sliding member insertion hole 141 is a through hole or a blind hole; if both side walls of the slide groove 112 are provided with housing insertion holes 151, then the sliding member insertion hole 141 is a through hole. In actual assembly, the sliding member 121 is first pushed to the designated position within the slide groove 112, making the sliding member insertion hole 141 coaxially aligned with the housing insertion hole 151. Then, the shearing rod 310 is inserted from one side of the housing opening end face 152, penetrating both the housing insertion hole 151 and the sliding member insertion hole 141. Since both end faces are perpendicular to the axis, the shearing rod 310 and the hole wall have an ideal cylindrical pair fit, with no radial off-center load. During the impact process, the piston 120 moves backward, causing relative displacement between the sliding member 121 and the slide groove 112, and the shearing rod 310 is subjected to pure shear loading. When the shear force exceeds the material's shear strength, the shearing rod 310 breaks simultaneously at both cross-sections of the insertion hole interface, and the fragments can be collected or discharged by the slide groove 112 without affecting subsequent movement.

[0093] Optionally, a recessed groove is provided on the slider 121, and the bottom surface of the groove forms the slider opening end face 142 of the slider insertion hole 141. Alternatively, a boss is provided on one side of the slider 121 forming the opening of the slider insertion hole 141, and the slider opening end face 142 is the platform of the boss. In both of these implementations, the surface of the slider 121 outside the groove or boss is not specifically limited to a plane or a curved surface, and the side wall of the groove 112 can be set according to the shape.

[0094] In other implementations, the slider opening end face 142 extends from the fixed side of the slider 121 (i.e., the side adjacent to the piston 120) to the free side of the slider 121, such that the slider opening end face 142 covers the entire side surface of the slider 121, as shown below. Figure 4 As shown. This design makes the entire side of the slider 121 a continuous plane, which simplifies the machining and increases the contact area with the side wall of the groove 112, reducing stress concentration; and the planar fit can prevent the shear bar 310 from deflecting due to local protrusions, ensuring pure shear force, improving triggering accuracy and repeatability, and also facilitating cleaning and assembly.

[0095] In some embodiments, see Figure 3 , Figure 5 and Figure 6 The damping tube 200 has a buffer pad 400 on the side facing the damping housing 110, and the buffer pad 400 can contact the damping housing 110.

[0096] Even after the damping tube 200 is completely crushed, the test carriage 20 may still carry a small amount of kinetic energy. The buffer pad 400 absorbs this energy through elastic or plastic deformation, preventing a rigid collision between the piston 120 and the damping housing 110, thus reducing the risk of device damage. Furthermore, the compression process of the buffer pad 400 provides a gradually increasing auxiliary damping force, allowing the acceleration waveform to transition smoothly at the peak end, preventing waveform oscillations caused by a sudden drop in damping force, and improving the smoothness of the zeroing phase. In addition, the buffer pad 400 can absorb high-frequency impact components, reducing metal impact noise and vibration interference during testing, facilitating sensor data acquisition, and protecting the damping housing 110 and the piston 120 end face. It can be replaced individually after wear, reducing maintenance costs.

[0097] Optionally, the buffer pad 400 is made of polyurethane rubber, multi-layer metal rubber, or honeycomb aluminum material and is installed at the end of the damping tube 200 near the piston 120. Its thickness and stiffness are calculated based on the expected residual energy. When the damping tube 200 collapses to its limit length, the buffer pad 400 contacts the front end face of the damping shell 110 and is compressed to a dense state, absorbing the remaining kinetic energy. In the very short time before the shearing element 300 has sheared off, the gradual compression of the buffer pad 400 can prevent the acceleration curve from having a sharp peak or negative overshoot. In addition, the buffer pad 400 can also serve as a limit indicator for the collapse stroke of the damping tube 200: after testing, checking the amount of compression deformation of the buffer pad 400 can determine whether the damping tube 200 has fully performed its energy absorption function, assisting in fault diagnosis.

[0098] Based on the above embodiment, a connecting seat 122 is fixed to the telescopic end of the piston 120, and a positioning platform 123 is provided on the side of the connecting seat 122 opposite to the piston 120. The damper body 100 also includes a clamping member 124 for clamping the end of the damping tube 200. The clamping member 124 is movably connected to the connecting seat 122, and can cooperate with the adjacent clamping member 124 to clamp and fix the rear end of the damping tube 200, or cooperate with the adjacent positioning platform 123 to clamp and fix the rear end of the damping tube 200. To avoid affecting the installation of the damping tube 200, a buffer pad 400 is attached to the back of the connecting seat 122.

[0099] This embodiment achieves reliable clamping and quick replacement of the rear end of the damping tube 200 through the cooperation of the connecting seat 122, the positioning platform 123, and the clamping member 124. The clamping member 124 can be used to clamp the damping tubes 200 with itself or with the positioning platform 123, adapting to different diameters or numbers of damping tubes 200, improving the versatility of the device, and facilitating quick replacement of collapsed damping tubes 200 after testing, thus improving testing efficiency. The buffer pad 400 is attached to the back of the connecting seat 122, avoiding the installation area of ​​the damping tube 200, thus retaining the buffering and energy absorption function while avoiding interference with the fixation of the damping tube 200, resulting in a compact and reasonable structure.

[0100] Specifically, clamping members 124 and positioning platforms 123 are respectively provided with clamping grooves 125. The clamping grooves 125 are conformally arranged to the outer circumference of the damping tube 200 (for example, the clamping groove 125 is a semi-circular groove adapted to the circular damping tube 200). The two opposing clamping grooves 125 enclose and form a clamping and fixing space. By setting the clamping grooves 125 (such as semi-circular grooves), the two opposing grooves enclose and form a fixing space that fits tightly with the damping tube 200, which can increase the contact area, avoid stress concentration, prevent the damping tube 200 from rotating or loosening during impact, improve clamping reliability and waveform reproduction consistency; at the same time, it facilitates quick positioning and replacement.

[0101] Optionally, clamping members 124 and positioning tables 123 are respectively provided with clamping locking holes 126. Bolts and other fasteners pass through the clamping locking holes 126 on each clamping member 124 and are finally screwed and locked with the clamping locking holes 126 on the positioning tables 123.

[0102] Based on the same inventive concept, this application also provides a collision testing system, see reference. Figure 1 and Figure 2 The collision test system includes a drive guide device and the aforementioned collision device 10. The drive guide device corresponds to the collision device 10 to guide the test trolley 20 to collide with the damping tube 200 on the collision device 10.

[0103] In this embodiment, the test carriage 20 has completed the simulation of pre-braking before contacting the damping tube 200. The back of the seat on the test carriage 20 faces the collision device 10, so that the test dummy is facing away from the collision device 10. The test carriage 20 drives toward the collision device 10 in reverse, simulating the pre-braking stage (i.e., stage one) during the reversing process.

[0104] During the crash test, the drive guide device pulls the trolley backward with an acceleration of 0.8g. The dummy on the trolley, due to inertia, lunges forward, away from the seat back, simulating the occupant posture under AEB braking. When the trolley reaches the end of the track adjacent to the damping tube 200, the drive guide device releases the test trolley 20, which then enters a free-sliding state and impacts the damping tube 200. Sensors installed on the test trolley 20 and the dummy record data such as acceleration, displacement, and neck load to collect crash test data.

[0105] The collision testing system provided in this application, compared with the prior art, enables the drive guidance device to work in conjunction with the aforementioned collision device 10, guiding the test trolley 20 to reverse and impact the damping tube 200, thus completely reproducing the whiplash waveform during the rear-end collision impact phase. The system can precisely control the impact peak and zeroing process, with parameters flexibly adaptable to different requirements, flexible compatibility with traction facilities, high test repeatability, and low cost, effectively improving the reliability and accuracy of pre-braking whiplash testing.

[0106] It should also be noted that traditional collision test traction systems (such as cable-driven traction) are typically designed to pull the trolley forward (front of the vehicle). If used to simulate a rear-end collision, a mobile rear-end collision trolley would need to be placed at the end of the track, resulting in a complex structure and difficult control. This solution reverses the real-world scenario, making the front vehicle accelerate backward and collide with a stationary rear vehicle (collision device 10). This allows the existing traction system to be used to pull the trolley backward without requiring a redesign of the traction direction or track layout, thus reducing equipment modification costs.

[0107] The traction system pulls the trolley backward, allowing for precise disengagement at any position, enabling the trolley to impact the damping device in a free state. The initial impact velocity is determined by the target speed of the traction system and the timing of disengagement, unaffected by the damping device's recoil, resulting in high waveform reproduction accuracy. In contrast, forward rear-end collision simulations often require both vehicles to accelerate or launch synchronously, making control more challenging.

[0108] In some embodiments, the drive guide device includes a cable-type traction assembly. The traction end of the cable-type traction assembly is locked to the test carriage 20, and the lock can be released when the distance between the test carriage 20 and the damping tube 200 is less than a preset value. The preset value ranges from 0mm to 50mm (e.g., 20mm, 40mm).

[0109] The cable-driven traction assembly automatically unlocks when the distance between the test trolley 20 and the damping tube 200 is less than a preset value, ensuring that the test trolley 20 impacts the damping device in a free state. This avoids additional constraints or rebound interference from the traction cable during the collision process, guaranteeing the purity and repeatability of the acceleration waveform. Simultaneously, the preset unhooking position precisely controls the initial impact velocity and displacement, improving waveform reproduction accuracy. This embodiment also reduces the risk of coupling failure between the traction system and the damping device, facilitating independent system debugging and maintenance.

[0110] Optionally, the cable-driven traction assembly includes a traction motor, a steel cable, a traction trolley, and a release latch. The traction trolley is connected to the test trolley 20 via a detachable hook or electromagnetic latch. A distance sensor (such as a laser rangefinder or a mechanically triggered limit switch) is installed on the track. When the test trolley 20 travels to a distance of a preset value (e.g., 50mm) from the free end of the damping tube 200, the latch is triggered to release, and the steel cable instantly detaches from the test trolley 20. The test trolley 20 continues to slide due to inertia and impacts the damping tube 200. This design ensures that the traction system completely retracts before impact, avoiding elastic rebound of the steel cable or inertial interference waveforms from the traction trolley.

[0111] In some embodiments, a limit switch, a diaphragm pressure sensor, or a displacement sensor is installed at the root of the damping tube 200 or at the connector 122 to provide real-time feedback on the compression of the damping tube 200. This enables online monitoring of whether the damping tube 200 has completely collapsed, the collapse rate, and the energy absorption process, helping to determine the cause of abnormal waveforms (such as premature breakage or incomplete collapse of the damping tube 200), facilitating fault diagnosis and parameter adjustment.

[0112] In some embodiments, a fiber optic sensor or miniature accelerometer is mounted on the slider 121 or the damping housing 110 to detect the instant the shear bar 310 breaks. This can accurately calibrate the starting point of the acceleration zeroing phase, verify whether the shear trigger force is consistent with the design value, and can also serve as a trigger signal for a high-speed camera.

[0113] In some embodiments, a mechanical limit block or hydraulic buffer is added to the rear end of the damping housing 110 as a secondary overload protection to prevent the piston 120 from exceeding the design limit due to improper configuration of the damping tube 200 or shear bar 310, thereby avoiding device damage or debris splashing and improving test safety.

[0114] Based on the same inventive concept, this application also provides a method for debugging a collision device, including the following steps: Obtain the peak value of acceleration and the slope of the rising segment in the acceleration-displacement curve during the whipping phase; The required number of damping tubes 200 is determined based on the peak value of the acceleration; The order in which each damping tube 200 contacts the test trolley 20 is determined by the slope of the rising segment, and the spatial position of each damping tube 200 is adjusted according to the order.

[0115] The debugging method for the collision device provided in this application, compared with the prior art, achieves precise and rapid debugging of the collision device 10 by quantitatively analyzing the acceleration-displacement curve during the whipping phase and directly mapping the waveform parameters (peak value, slope) to the number and contact sequence of damping tubes 200. Compared with the traditional method that relies on trial and error based on experience or complex simulation, this method effectively reduces the debugging cycle and cost, can accurately reproduce the target acceleration waveform, and avoids waveform distortion or repeated tests caused by improper configuration of damping tubes 200. At the same time, this method has good versatility and can flexibly adapt to the pre-braking whipping waveform requirements of different needs, which is conducive to the standardized and efficient operation of the test system.

[0116] In pre-braking whiplash tests, the acceleration waveform during the rear-end collision impact phase is typically given as an acceleration-time curve (e.g., ...). Figure 7 Since the collapse process of the damping tube 200 of the collision device 10 is directly related to the displacement of the test carriage 20, the target waveform needs to be converted into an acceleration-displacement curve (e.g., Figure 8 As shown in the figure, the conversion method is to perform a double integration on the acceleration-time curve to obtain the displacement-time relationship, and then plot it in reverse as an acceleration-displacement curve. The horizontal axis of this curve is the displacement of the test trolley 20 relative to the damping device (i.e., the compression of the damping tube 200), and the vertical axis is the deceleration of the test trolley 20.

[0117] The debugging method of the collision device in this application is to map the characteristic points (peak value, slope change point) on the acceleration-displacement curve to the physical parameters (number, length, contact sequence) of the damping tube 200 and the configuration (shear force threshold) of the shear element 300.

[0118] Optionally, if an acceleration-time curve is given The displacement was obtained through numerical integration twice. Draw again Curve. Data from the pre-braking phase (Phase 1) is removed, retaining only the data from the rear-end collision impact phase (Phase 2). The segment. The maximum acceleration value on the curve (e.g.) (peak value) The slope of the rising segment (This can be the average value or a piecewise slope, depending on the waveform shape).

[0119] 1) Calibrate the single damping tube 200: Perform dynamic compression calibration on the single damping tube 200 beforehand, and measure the average deceleration increment it produces within the standard collapse stroke. (For example The formula for calculating the number of damping tubes (200) is as follows: If the calculation result is not an integer, it is rounded up, and the margin is compensated by fine-tuning the length of the damping tube 200 or the extension length of the piston 120. For non-uniform arrangements (such as multi-piston arrays), the number of tubes needs to be calculated separately for each group of pistons 120, and then summed.

[0120] 2) Relationship between slope and contact sequence: Slope of acceleration rise It depends on the number of new damping tubes (200) added per unit displacement. If the test trolley has a displacement of 20... New additions If the root damping tubes 200 are in contact simultaneously, the acceleration increment will be... slope Therefore, by controlling the number of 200 damping tubes newly participating in contact within different displacement ranges, the desired slope curve can be synthesized.

[0121] The acceleration-displacement curve is divided into several segments based on its slope, with the slope approximately constant within each segment. The displacement range corresponding to each segment and the number of damping tubes 200 required within that segment are determined. The damping tubes 200 are grouped, with each group having a different axial position of its free end; the first group to contact has its free end furthest forward, and the last group to contact has its free end furthest backward. During actual installation, the initial gap between the front end of each damping tube 200 and the test trolley 20 is adjusted to achieve sequential contact between the groups.

[0122] In some embodiments, if the damper body 100 has a plurality of pistons 120, the extension length of each piston 120 is adjusted according to the collapse capability of each damping tube 200 so that the shearing member 300 corresponding to each piston 120 is sheared simultaneously.

[0123] First, the simultaneous release of multiple damping channels avoids multiple steps or oscillations in the acceleration curve caused by inconsistent shearing timing of each piston 120. During the zeroing phase, the deceleration of the test trolley 20 can smoothly drop to zero, accurately reproducing the single falling edge waveform required by regulations, which is beneficial to the accuracy of subsequent injury assessment.

[0124] Secondly, if the shearing components 300 of each piston 120 do not shear simultaneously, the piston 120 that shears first on one side will lose its damping force prematurely. The test carriage 20 will then experience asymmetrical residual resistance, generating a yaw moment or lateral acceleration around the vertical axis. This will not only interfere with the dummy's posture but may also damage the guide rail. Simultaneous shearing ensures that all pistons 120 are unloaded synchronously under the same displacement, resulting in symmetrical force on the test carriage 20 and a stable motion trajectory.

[0125] Furthermore, synchronous shearing ensures that the impact load is evenly distributed among the pistons 120, sliding parts 121, and damping housings 110, preventing premature fatigue failure of individual pistons 120 due to prolonged exposure to additional peak stress. The shearing trigger displacement height is consistent in each test, significantly ensuring the repeatability of multiple test results, facilitating batch vehicle comparisons or regulatory certification.

[0126] Finally, when designed for simultaneous shearing, it is only necessary to ensure that all shear bars 310 have the same shear force threshold and installation position, eliminating the need for complex graded configurations and reducing the difficulty of parameter adjustment; when replacing shear components 300, the specifications can also be standardized, reducing the types of spare parts and improving testing efficiency.

[0127] Optionally, the steps for configuring the shear element 300 based on the waveform during the acceleration descent phase are illustrated below: Obtain the acceleration-displacement curve during the descent phase to determine the displacement and shear trigger point corresponding to the zero point; Based on shear trigger force Select the diameter and number of shear bars 310, where To test the total mass of the trolley 20 and all its auxiliary devices, Decelerate the target; If multi-stage descent is required, multiple shear bar 310 insertion holes of different diameters are provided along the axial direction on the slider 121.

[0128] In this embodiment, the displacement corresponding to the zero point refers to the distance from when the test trolley 20 first contacts the damping tube 200 until the acceleration value completely decreases. The total distance traveled. At this point, the rear-end collision process ends, the test trolley 20 is no longer subject to deceleration damping force, and its speed returns to zero or tends to a constant speed.

[0129] Shear trigger point: This refers to the critical displacement position at which the shear component 300 begins to fail during the descent phase. When the test carriage 20 reaches this point, the shear force between the piston 120 and the damping housing 110 just exceeds the preset shear strength of the shear component 300, causing it to fracture instantaneously. The damping force is released, and the acceleration curve shows a significant inflection point or change in slope. The shear trigger point corresponds to an inflection point on the acceleration-displacement curve (from a gentle descent to a faster descent, or from the platform to the descent phase), specifically the peak point of the acceleration-displacement curve.

[0130] The specific arrangement method of the shearing component 300 is illustrated in the following example: Based on the target descent waveform, determine whether a single-stage shearing or a multi-stage stepped shearing is required.

[0131] I. Single-stage shear Target waveform: Acceleration from peak value Descending linearly at a constant slope to There are no steps.

[0132] All shear bars 310 have the same diameter and are symmetrically arranged on both sides of the piston 120, and the axes of all shear bars 310 are in the same reference plane.

[0133] Calibration of a single shear bar 310: each bar contributes shear force The critical force required for the shear trigger point is The required number of shear bars 310 .

[0134] When the displacement reaches the preset value When the shear force reaches (That is, the value corresponding to the shear trigger point is) All shear bars 310 are cut simultaneously, the damping force drops instantly, and the acceleration quickly returns to zero.

[0135] II. Multi-level step-by-step descent Target waveform: acceleration from First descend to (Platform), then descend to .

[0136] Two stages of shear bars 310 are arranged on the slider 121 along the front-to-back direction. The first stage contacts the test trolley 20 first. The first stage of shear bars 310 consists of 10 bars. Thin aluminum rods.

[0137] First-stage shear: causing acceleration to... Down to The deceleration component released by shearing is the difference between the two, i.e. The total shear force corresponding to the first-stage shear is... The deceleration, i.e. .

[0138] Each contributing shear force used in the first stage The critical force required for the shear trigger point is The number of shear bars 310 required in the first stage .

[0139] Second-stage shearing: causing acceleration to... Down to The deceleration component released by shearing is the difference between the two, i.e. The total shear force corresponding to the second-stage shear is... The deceleration, i.e. .

[0140] Each contributing shear force used in the second stage The critical force required for the shear trigger point is The number of shear bars 310 required for the second stage .

[0141] It should be understood that, in order to ensure uniform collision force and improve the accuracy of the simulation, all shear bars 310 should be arranged symmetrically from left to right.

[0142] The specific debugging method of the collision device 10 is illustrated in the following example: Target waveform: Peak value 11g, rising segment divided into two parts: 0~30mm slope 0.1g / mm, 30~60mm slope Acceleration from peak value Descending linearly at a constant slope to There are no steps.

[0143] Calibration of a single damping tube 200: contribution per tube If the collapse stroke is 20mm, then the peak value is... 22 tubes are needed.

[0144] The first segment (0~30mm) requires a slope. That is, an increase of 1 millimeter Each millimeter requires an additional 0.2 tubes, for a total of 6 tubes for a 30mm diameter. The free ends of these 6 tubes extend to the foremost point and make contact at 0mm.

[0145] The second section (30~60mm) requires a slope. That is, an increase per millimeter Each millimeter requires an additional 0.4 tubes, for a total of 12 tubes for 30mm. The free ends of these 12 tubes are 30mm behind the first group, and they begin to make contact when the displacement is 30mm.

[0146] Remaining The root canal is used as a backup or for peak retention, with the free end positioned further back, only contacting after 60mm.

[0147] The damping tubes 200 mentioned above have roughly the same length, and the difference in spatial position is compensated by the extension length of the piston 120.

[0148] Calibrate a single shear bar 310: each bar contributes 2450N of shear force, the critical force required for the shear trigger point is 39200N, and the required number of shear bars 310 are as follows. There are 16.

[0149] When the displacement reaches the preset value of 60mm, the shear force reaches (That is, the value corresponding to the shear trigger point is) All shear bars 310 are cut simultaneously, the damping force drops instantly, and the acceleration quickly returns to zero.

[0150] After assembly and debugging, the number and spatial distribution of damping tubes 200 and the number and position of shearing components 300 in each group are fine-tuned through simulation calculations and real collision test waveforms until the waveforms match.

[0151] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A collision device, characterized in that, include: The damper body (100) has a damping shell (110) and a piston (120), the damping shell (110) is fixed to the base (30), and the piston (120) is slidably inserted into the damping shell (110) along a first horizontal direction; A damping tube (200) is provided at the telescopic end of the piston (120). The length direction of the damping tube (200) is parallel to the first horizontal direction. The free end of the damping tube (200) can come into face-to-face contact with the test trolley (20) during its travel and collapse and deform along the first horizontal direction under the compression of the test trolley (20). A shearing element (300) extends through the damping housing (110) and the piston (120) along a third direction perpendicular to the first horizontal direction. The shearing element (300) can be sheared when the shearing force between the piston (120) and the damping housing (110) exceeds a preset value.

2. The collision device as described in claim 1, characterized in that, The piston (120) is provided in several parts, and each piston (120) is provided with a damping tube (200) at its telescopic end.

3. The collision device as described in claim 1, characterized in that, The piston (120) has a sliding member (121) that protrudes radially along the side of the piston (120), and the sliding member (121) has a sliding member shearing insertion hole (140) that passes through the third direction. The damping housing (110) has a groove (112) that is adapted to the shape of the sliding member (121) inside, and the sidewall of the groove (112) is provided with a housing shearing insertion hole (150) through the third direction. The shearing member (300) can penetrate the housing shearing hole (150) and the sliding member shearing hole (140).

4. The collision device as described in claim 3, characterized in that, The shearing component (300) includes several shearing rods (310) with different outer diameters, the sliding shearing insertion hole (140) is divided into several sliding insertion holes (141) with different inner diameters, and the housing shearing insertion hole (150) is divided into several housing insertion holes (151) with different inner diameters. The sliding insertion hole (141) and the housing insertion hole (151) are both adapted to the corresponding shearing rod (310).

5. The collision device as described in claim 3, characterized in that, The opening end face of the sliding shearing socket (140) is perpendicular to the central axis of the sliding shearing socket (140), and the opening end face of the housing shearing socket (150) is perpendicular to the central axis of the housing shearing socket (150).

6. The collision device as claimed in claim 1, characterized in that, The damping tube (200) has a buffer pad (400) on the side facing the damping shell (110), and the buffer pad (400) can contact the damping shell (110).

7. A collision testing system, characterized in that, It includes a drive guide device and a collision device as described in any one of claims 1-6; The drive guide device corresponds to the collision device to guide the test trolley (20) to collide with the damping tube (200) on the collision device in a reverse manner.

8. The collision testing system as described in claim 7, characterized in that, The drive guide device includes a cable-type traction assembly. The traction end of the cable-type traction assembly is locked to the test trolley (20), and can release the lock to the test trolley (20) when the distance between the test trolley (20) and the damping tube (200) is less than a preset value.

9. A method for debugging a collision device, characterized in that, Includes the following steps: Obtain the peak value of acceleration and the slope of the rising segment in the acceleration-displacement curve during the whipping phase; The required number of damping tubes (200) is determined based on the peak value of the acceleration. The order in which each damping tube (200) contacts the test trolley (20) is determined by the slope of the rising segment, and the spatial position of each damping tube (200) is adjusted according to the order.

10. The debugging method of the collision device as described in claim 9, characterized in that, If the damper body (100) has a number of pistons (120), the extension length of each piston (120) is adjusted according to the collapse capability of each damping tube (200) so that the shearing member (300) corresponding to each piston (120) is cut off simultaneously.

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