Battery pack collision test device

Abstract

The application discloses a battery pack collision test device, which comprises a test platform, a test vehicle, a battery pack, a track, a lifting mechanism and a collision mechanism, the test vehicle is located on the test platform, the battery pack is connected to the test vehicle, one end of the track is hinged to the test platform and used for receiving the test vehicle, the pitch angle of the test vehicle is adjusted by adjusting the pitch angle of the track, the fixed end of the lifting mechanism is connected to the test platform, the movable end of the lifting mechanism is connected to the track, and the pitch angle of the track is adjusted, the collision mechanism comprises a collision head, the collision head is connected to the track and used for colliding with the battery pack, and the battery pack collision test device has the beneficial effects that the whole vehicle is inclined by directly adjusting the pitch angle of the track, the posture characteristics of the vehicle actually driving on an uphill or downhill are completely matched, the force direction of the battery pack and the impact transmission path are highly consistent with the real situation, the problem of working condition distortion caused by the traditional lifting vehicle head mode is solved, and the test result is real and reliable.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicles, and specifically to a battery pack collision test device. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the power battery pack, as the core energy storage and power component of the vehicle, directly determines the driving safety and personal safety of new energy vehicles and users through its structural safety and collision resistance stability. During actual driving, vehicles are highly susceptible to complex conditions such as side impacts, bottoming-out impacts, scraping from road bumps, and oblique collisions. When subjected to external impacts and pressure, the power battery pack is prone to safety accidents such as shell deformation, cell damage, electrolyte leakage, short circuits, fires, and even explosions. Therefore, battery pack collision performance testing is a core test item for power battery factory verification and vehicle safety certification, and a crucial link in the safety research and development of new energy vehicles.

[0003] Chinese invention patent CN121740468A discloses a test device for a power battery pack collision, comprising a tractor, an adjustable fixing mechanism, a pitch angle adjustment mechanism, and a braking system. The adjustable fixing mechanism is mounted on the tractor and is used to fix battery packs of different sizes. The pitch angle adjustment mechanism is mounted on the front of the tractor to adjust the pitch angle of the front of the tractor. The braking system is mounted on the tractor and is used to brake the tractor. The braking system is remotely connected to a control terminal. The pitch angle adjustment mechanism includes two lifting platforms, which are respectively mounted on the tractor. The movable end of each lifting platform is connected to the front wheel suspension of the tractor.

[0004] The above-mentioned pitch angle adjustment mechanism has the following defects: It adjusts the overall attitude of the vehicle by raising the height of the vehicle's head, and then adjusts the attitude of the battery pack. Not only is the adjustment angle range limited, but the actual working condition is that the battery pack collides when the vehicle is going uphill or downhill. The way the above-mentioned pitch angle adjustment mechanism raises the height of the vehicle's head is obviously inconsistent with the actual working condition, and the test results are almost meaningless. Summary of the Invention

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose a battery pack collision test device to solve the technical problem that the existing technology of raising the front of the vehicle results in distorted working conditions and meaningless test results.

[0006] To achieve the above-mentioned technical objectives, the present invention provides a battery pack collision testing device, including a testing platform; The test vehicle is located on the test platform; The battery pack is connected to the test vehicle; The track, hinged at one end to the test platform, is used to support the test vehicle. The pitch angle of the test vehicle can be adjusted by adjusting the pitch angle of the track. A lifting mechanism, with its fixed end connected to the test platform and its movable end connected to the track, adjusts the pitch angle of the track; and... An impact mechanism includes an impact head connected to the track for colliding with the battery pack.

[0007] In some embodiments, the track includes an overhead rail, a horizontal rail, a downward rail, and two sliders. The horizontal rail is located between the overhead rail and the downward rail. The ends of the overhead rail and the downward rail near the horizontal rail are respectively hinged to the two ends of the horizontal rail. The ends of the overhead rail and the downward rail away from the horizontal rail are respectively hinged to the two sliders. Both sliders are slidably connected to the test platform. The test platform is provided with a groove for the sliders to slide. The movable end of the lifting mechanism is connected to the horizontal rail.

[0008] In some embodiments, the overhead rail, horizontal rail, and downward rail are all provided with anti-slip textures.

[0009] In some embodiments, the track further includes two limiting plates, which are respectively connected to both sides of the overhead rail, the horizontal rail, and the downward rail to limit the deviation of the test vehicle.

[0010] In some embodiments, the lifting mechanism includes a cross arm and a first hydraulic cylinder. One end of the bottom of the cross arm is hinged to the test platform, and the other end of the bottom of the cross arm is slidably connected to the test platform. One end of the top of the cross arm is hinged to the flat rail, and the other end of the top of the cross arm is slidably connected to the flat rail. The first hydraulic cylinder is hinged to the test platform, and the piston rod of the first hydraulic cylinder is hinged to the cross arm.

[0011] In some embodiments, the testing apparatus further includes two pressure plates and two second hydraulic cylinders. The two second hydraulic cylinders are both mounted on the slide groove, and the two pressure plates are slidably connected to the slide groove. The piston rods of the two second hydraulic cylinders are respectively connected to the two pressure plates, so that the two pressure plates abut against the opposite sides of the two sliders.

[0012] In some embodiments, the impact mechanism further includes two brackets, two sleeves, two first motors, and two lead screws. The two brackets are respectively connected to the overhead rail and the downward rail. The two sleeves are respectively connected to the two brackets. The two impact heads are respectively slidably connected to the two sleeves. The two first motors are respectively mounted on the two brackets. The two lead screws are respectively connected to the output shafts of the two first motors. The two lead screws are respectively threaded to the two impact heads.

[0013] In some embodiments, the impact mechanism further includes two second motors, which are respectively mounted on the overhead rail and the downward rail. One end of each of the two brackets is rotatably connected to the overhead rail and the downward rail, and the output shafts of the two second motors are respectively connected to the other end of the two brackets.

[0014] In some embodiments, the impact head includes a head body and a carrier, the carrier being slidably connected to the sleeve, and the head body being threadedly connected to the carrier.

[0015] In some embodiments, the test apparatus further includes a fire extinguishing canister, a fire extinguishing pipe, a fire extinguishing head, a booster pump, and a solenoid valve. The outlet of the fire extinguishing canister is connected to the inlet of the fire extinguishing pipe, and the outlet of the fire extinguishing pipe is connected to the inlet of the fire extinguishing head. The booster pump and the solenoid valve are both installed on the fire extinguishing pipe.

[0016] Compared with the prior art, the beneficial effects of the present invention include: by directly adjusting the track pitch angle, the overall tilt of the vehicle is achieved, which perfectly matches the actual uphill and downhill driving posture characteristics of the vehicle. The force direction of the battery pack and the impact transmission path are highly consistent with the real situation, solving the problem of working condition distortion in the traditional method of raising the front of the vehicle. The test results are real and reliable. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the experimental device provided by the present invention; Figure 2 This is a schematic diagram of the overall structure of the track provided by the present invention; Figure 3 This invention provides Figure 2 Enlarged view of the local structure at point A; Figure 4 This invention provides Figure 2 A partial structural cross-sectional view at point A in the middle; Figure 5 This is a schematic diagram of the overall structure of the fire extinguishing canister provided by the present invention.

[0018] Explanation of reference numerals in the attached figures: 1. Test platform; 2. Test vehicle; 3. Battery pack; 4. Track; 41. Upward rail; 42. Horizontal rail; 43. Downward rail; 44. Slider; 45. Slide rail; 46. Limiting plate; 5. Lifting mechanism; 51. Cross arm; 52. First hydraulic cylinder; 6. Impact mechanism; 61. Impact head; 611. Head body; 612. Carrier; 62. Bracket; 63. Sleeve; 64. First motor; 65. Lead screw; 66. Second motor; 7. Pressure plate; 71. Second hydraulic cylinder; 8. Fire extinguisher; 81. Fire extinguishing pipe; 82. Fire extinguishing head; 83. Booster pump; 84. Solenoid valve. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0020] This invention provides a battery pack collision testing device, the structure of which is as follows: Figure 1 - Figure 5 As shown, it includes a test platform 1, a test vehicle 2, a battery pack 3, a track 4, a lifting mechanism 5, and an impact mechanism 6.

[0021] Test vehicle 2 is located on test platform 1.

[0022] Battery pack 3 is connected to test vehicle 2.

[0023] One end of the track 4 is hinged to the test platform 1 to support the test vehicle 2. The pitch angle of the test vehicle 2 can be adjusted by adjusting the pitch angle of the track 4. The fixed end of the lifting mechanism 5 is connected to the test platform 1, and the movable end is connected to the track 4 to adjust the pitch angle of the track 4.

[0024] The impact mechanism 6 includes an impact head 61, which is connected to the track 4 and is used to collide with the battery pack 3.

[0025] In use, the lifting mechanism 5 pushes or pulls the track 4 directly, causing the track 4 to tilt and rotate around the hinge position, precisely adjusting the uphill or downhill tilt angle of the track 4. The test vehicle 2 does not make any attitude adjustment itself, but relies entirely on the slope change of the track 4 to achieve overall synchronous tilting. The battery pack 3 tilts synchronously with the test vehicle 2, realistically replicating the overall vehicle posture when driving on a slope.

[0026] After the attitude adjustment is completed, the test vehicle 2 moves along the inclined track 4, which drives the battery pack 3 to move towards the impact mechanism 6 in a real inclined attitude consistent with the slope of the track 4. Finally, the impact head 61 makes a precise collision with the battery pack 3 in the inclined state, which fully simulates the real collision force state of the battery pack 3 under the conditions of uphill, downhill and road inclination.

[0027] In this invention, the overall tilt of the vehicle is achieved by directly adjusting the pitch angle of the track 4, which perfectly matches the actual uphill and downhill driving posture characteristics of the vehicle. The force direction and impact transmission path of the battery pack 3 are highly consistent with the real situation, solving the problem of working condition distortion in the traditional method of raising the front of the vehicle. The test results are real and reliable.

[0028] To adjust the pitch angle of track 4, please refer to... Figure 1In a preferred embodiment, the track 4 includes an overhead track 41, a horizontal track 42, a downward track 43, and two sliders 44. The horizontal track 42 is located between the overhead track 41 and the downward track 43. The ends of the overhead track 41 and the downward track 43 that are closer to the horizontal track 42 are respectively hinged to the two ends of the horizontal track 42. The ends of the overhead track 41 and the downward track 43 that are farther from the horizontal track 42 are respectively hinged to the two sliders 44. Both sliders 44 are slidably connected to the test platform 1. The test platform 1 is provided with a slide groove 45 for the sliders 44 to slide. The movable end of the lifting mechanism 5 is connected to the horizontal track 42.

[0029] In use, the lifting mechanism 5 vertically raises or lowers the horizontal rail 42, changing its overall height and vertical position. Since the overhead rail 41, the downward rail 43, and the horizontal rail 42 are hinged, the vertical displacement of the horizontal rail 42 will synchronously drive the overhead rail 41 and the downward rail 43 to swing and deform. At the same time, the slider 44 at the outer end of the overhead rail 41 and the downward rail 43 can follow the swing of the track 4 and slide horizontally in the groove 45, compensating for the horizontal displacement caused by the swing of the track 4 in real time, and preventing the track 4 from getting stuck, deformed, or jammed.

[0030] When the lifting mechanism 5 lifts the horizontal rail 42, the horizontal rail 42 is raised as a whole, pushing the hinged overhead rail 41 and the downward rail 43 on both sides to open outward. The overhead rail 41 tilts upward and the downward rail 43 presses down, so that the entire track 4 forms a slope structure that is high in the middle and low at both ends, which can simulate the collision posture of a vehicle driving downhill. When the lifting mechanism 5 pulls down the horizontal rail 42, the horizontal rail 42 is lowered as a whole, pulling the overhead rail 41 and the downward rail 43 to retract inward, so that the track 4 forms a reverse slope that is low in the middle and high at both ends, which can simulate the collision posture of a vehicle driving uphill.

[0031] To reduce the possibility of test vehicle 2 slipping, please refer to... Figure 2 In a preferred embodiment, anti-slip textures are provided on the overhead rail 41, the horizontal rail 42, and the downward rail 43.

[0032] When in use, the anti-slip texture can prevent the wheels from shifting relative to the track 4 when the track 4 is in an inclined position such as uphill or downhill, ensuring that the test vehicle 2 and the battery pack 3 always maintain the preset collision posture, ensuring that the collision angle and impact position are accurately controllable, and improving the consistency and repeatability of test data.

[0033] To reduce the possibility of test vehicle 2 tilting and falling, please refer to... Figure 2 In a preferred embodiment, the track 4 further includes two limiting plates 46, which are respectively connected to both sides of the overhead track 41, the horizontal track 42 and the downward track 43 to limit the deviation of the test vehicle 2.

[0034] During use, when the track 4 is adjusted to an uphill, horizontal, or downhill inclined posture via the lifting mechanism 5, the test vehicle 2 is in a tilted state, making the wheels prone to lateral force and posing a risk of lateral deviation and deviation. This invention uses integrated limiting plates 46 on both sides of the track 4 to laterally limit the wheels of the test vehicle 2, counteracting the lateral slippage force generated under inclined conditions. This ensures that the test vehicle 2 travels stably and straight along the preset centerline of the track 4 throughout the entire journey, without lateral deviation, derailment, or posture distortion. Simultaneously, at the moment of high-speed collision, the impact recoil force will cause lateral disturbance to the test vehicle 2. The limiting plates 46 on both sides can promptly limit the lateral sway and positional deviation of the test vehicle 2, ensuring that the impact position, impact angle, and battery pack 3 posture remain consistent in each collision.

[0035] To achieve the lifting and lowering of the horizontal rail 42, please refer to... Figure 2 In a preferred embodiment, the lifting mechanism 5 includes a cross arm 51 and a first hydraulic cylinder 52. One end of the bottom of the cross arm 51 is hinged to the test platform 1, and the other end of the bottom of the cross arm 51 is slidably connected to the test platform 1. One end of the top of the cross arm 51 is hinged to the flat rail 42, and the other end of the top of the cross arm 51 is slidably connected to the flat rail 42. The first hydraulic cylinder 52 is hinged to the test platform 1, and the piston rod of the first hydraulic cylinder 52 is hinged to the cross arm 51.

[0036] In operation, the piston rod of the first hydraulic cylinder 52 extends outward, exerting thrust on the cross arm 51, causing the bottom sliding end of the cross arm 51 to slide horizontally along the test platform 1. The cross arm 51 gradually opens in a scissor-like shape, increasing the angle, while the top simultaneously drives the sliding end of the flat rail 42 to move horizontally along the body of the flat rail 42. The cross arm 51 rises as a whole, smoothly lifting the flat rail 42 and completing the upward movement. The piston rod of the first hydraulic cylinder 52 retracts inward, pulling the bottom sliding end of the cross arm 51 in the opposite direction; the angle of the cross arm 51 gradually decreases, and the entire cross arm 51 closes, causing the top to drive the sliding end of the flat rail 42 to move back, and the flat rail 42 falls back with the cross arm 51, achieving descent.

[0037] To improve the stability of orbit 4, please refer to... Figure 2 In a preferred embodiment, the test apparatus further includes two pressure plates 7 and two second hydraulic cylinders 71. The two second hydraulic cylinders 71 are both installed in the slide groove 45, and the two pressure plates 7 are slidably connected to the slide groove 45. The piston rods of the two second hydraulic cylinders 71 are respectively connected to the two pressure plates 7, so that the two pressure plates 7 respectively abut against the opposite sides of the two sliders 44.

[0038] During use, the piston rods of the two second hydraulic cylinders 71 extend synchronously, pushing the corresponding pressure plates 7 to slide along the slide groove 45. The two pressure plates 7 move towards each other, pressing against the far ends of the two sets of sliders 44 from the outside, pressing and positioning the sliders 44, restricting their horizontal movement and displacement, and ensuring the stability of the sliders 44 during the test. The piston rods of the second hydraulic cylinders 71 retract synchronously, driving the pressure plates 7 to retract in the opposite direction along the slide groove 45. The pressure plates 7 disengage from the sliders 44, releasing the restriction, and the sliders 44 can slide freely, facilitating specimen loading and unloading and position adjustment.

[0039] To adjust the height of the impact head 61, please refer to... Figure 4 In a preferred embodiment, the impact mechanism 6 further includes two supports 62, two sleeves 63, two first motors 64, and two lead screws 65. The two supports 62 are respectively connected to the overhead rail 41 and the downward rail 43. The two sleeves 63 are respectively connected to the two supports 62. The two impact heads 61 are respectively slidably connected to the two sleeves 63. The two first motors 64 are respectively mounted on the two supports 62. The two lead screws 65 are respectively connected to the output shafts of the two first motors 64. The two lead screws 65 are respectively threaded to the two impact heads 61.

[0040] In use, two independent adjustment components are symmetrically arranged on the supports 62 of the overhead rail 41 and the downward rail 43, respectively. Through the transmission of the motor lead screw 65 and the guiding structure of the sleeve 63, the vertical height of the two impact heads 61 can be precisely adjusted to adapt to the impact test position requirements of specimens of different specifications. The first motor 64, mounted on the support 62, starts in the forward direction, and the motor output shaft drives the lead screw 65 to rotate synchronously in the forward direction. The lead screw 65 and the impact head 61 form a threaded transmission pair, and the rotation of the lead screw 65 generates an axial thrust on the impact head 61. At the same time, the impact head 61 slides in contact with the sleeve 63, and the sleeve 63 provides radial limiting and linear guidance for the impact head 61, constraining the impact head 61 to rotate with the lead screw 65, forcing the impact head 61 to slide smoothly upward along the axial direction of the sleeve 63, thereby raising the height of the impact head 61 and completing the high-position adjustment. The first motor 64 starts in reverse, driving the lead screw 65 to rotate in the opposite direction. The threaded transmission pair generates an axial pulling force on the impact head 61, driving the impact head 61 to slide smoothly downward along the sleeve 63. The height of the impact head 61 is lowered, achieving low-position adjustment. The screw thread has good self-locking performance. When the motor stops running, the lead screw 65 can lock the adjusted position of the impact head 61, preventing external force movement or offset problems. It can maintain the accurate height after adjustment for a long time, ensuring the positional accuracy of subsequent impact tests.

[0041] To adjust the angle of the impact head 61, please refer to... Figure 2In a preferred embodiment, the impact mechanism 6 further includes two second motors 66, which are respectively mounted on the overhead rail 41 and the downward rail 43. One end of each of the two brackets 62 is rotatably connected to the overhead rail 41 and the downward rail 43, and the output shafts of the two second motors 66 are respectively connected to the other end of the two brackets 62.

[0042] In use, the second motor 66 drives the bracket 62 to rotate, and in conjunction with the existing lead screw 65 height adjustment structure, the posture and angle of the impact head 61 can be precisely adjusted to meet the impact test requirements of different angles. When the impact angle needs to be adjusted for the test, the second motor 66 starts and outputs rotational torque, driving the connected bracket 62 to rotate and swing around the hinge point between the bracket 62 and the rail. During the swing of the bracket 62, the sleeve 63, impact head 61, and lead screw 65 height adjustment mechanism mounted on it rotate synchronously, thereby changing the spatial tilt angle and impact direction of the impact head 61. When the second motor 66 rotates forward or backward, the bracket 62 can be deflected upward or downward respectively, corresponding to increasing or decreasing the impact angle of the impact head 61. After the motor stops rotating, the self-locking characteristic of the motor can lock the rotation angle of the bracket 62, keeping the impact head 61 in the set posture, preventing angle deviation and shaking during the test, and ensuring the accuracy of the impact angle.

[0043] For easier assembly and disassembly of the head body 611, please refer to... Figure 4 In a preferred embodiment, the impact head 61 includes a head body 611 and a carrier 612, the carrier 612 being slidably connected to the sleeve 63, and the head body 611 being threadedly connected to the carrier 612.

[0044] In use, the carrier 612 serves as the base sliding component, slidably assembled inside the sleeve 63. Driven by the lead screw 65, it slides smoothly along the axial direction of the sleeve 63, undertaking all lifting, angle adjustment, and impact force transmission functions, ensuring the impact head 61 moves without deviation or jamming. The head body 611 is the direct impact actuator, detachably connected to the front end of the carrier 612 via a threaded structure. This threaded connection allows for quick assembly and disassembly of the head body 611, facilitating the replacement of impact head 61 bodies of different specifications and materials according to test requirements, thus meeting various impact test requirements.

[0045] To enhance security, please refer to Figure 5 In a preferred embodiment, the test apparatus further includes a fire extinguishing tank 8, a fire extinguishing pipe 81, a fire extinguishing head 82, a booster pump 83, and a solenoid valve 84. The outlet of the fire extinguishing tank 8 is connected to the inlet of the fire extinguishing pipe 81, and the outlet of the fire extinguishing pipe 81 is connected to the inlet of the fire extinguishing head 82. The booster pump 83 and the solenoid valve 84 are both installed on the fire extinguishing pipe 81.

[0046] In use, the fire extinguishing tank 8 serves as the system's extinguishing agent storage component, storing the extinguishing medium and providing a material source for the entire extinguishing circuit. The fire extinguishing pipe 81 acts as a delivery channel, connecting the fire extinguishing tank 8 and the fire extinguishing head 82 to achieve directional delivery of the extinguishing agent. A booster pump 83 and a solenoid valve 84 are connected in series on the fire extinguishing pipe 81, respectively handling pressure boosting and on / off control functions. When the system is in standby mode, the solenoid valve 84 remains closed, cutting off the fire extinguishing pipe 81 passage, preventing the extinguishing agent from flowing out, and the system remains in standby mode, not affecting normal impact test operations. When a fire occurs during the test, the system is triggered, the solenoid valve 84 opens, opening the fire extinguishing pipe 81 passage; simultaneously, the booster pump 83 starts working, pressurizing the extinguishing agent in the pipe, increasing the extinguishing agent delivery pressure and spray velocity. The extinguishing agent in the fire extinguishing tank 8 is rapidly transported along the fire extinguishing pipe 81 under pressure, and finally sprayed directionally by the fire extinguishing head 82 to the test fire location, quickly covering the fire source, extinguishing the flames, and eliminating test safety hazards. After the test fire is extinguished, the solenoid valve 84 can be closed and the booster pump 83 can be stopped to cut off the delivery of extinguishing agent. The system is then reset to standby mode, waiting for the next trigger.

[0047] To better understand this invention, the following is combined with... Figure 1 - Figure 5 The working principle of a battery pack 3 collision test device according to the present invention is described in detail as follows: The lifting mechanism 5 directly pushes or pulls down the track 4 through its extension and retraction, causing the track 4 to rotate in pitch around the hinge position, precisely adjusting the uphill or downhill tilt angle of the track 4. The test vehicle 2 does not perform any attitude adjustment itself, relying entirely on the slope change of the track 4 to achieve overall synchronous tilting. The battery pack 3 tilts synchronously with the test vehicle 2, realistically replicating the vehicle's overall posture when driving on a slope.

[0048] After the attitude adjustment is completed, the test vehicle 2 moves along the inclined track 4, which drives the battery pack 3 to move towards the impact mechanism 6 in a real inclined attitude consistent with the slope of the track 4. Finally, the impact head 61 makes a precise collision with the battery pack 3 in the inclined state, which fully simulates the real collision force state of the battery pack 3 under the conditions of uphill, downhill and road inclination.

[0049] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A battery pack collision testing device, characterized in that, include: Test platform; The test vehicle is located on the test platform; The battery pack is connected to the test vehicle; The track, hinged at one end to the test platform, is used to support the test vehicle. The pitch angle of the test vehicle can be adjusted by adjusting the pitch angle of the track. The lifting mechanism has a fixed end connected to the test platform and a movable end connected to the track to adjust the pitch angle of the track. as well as, An impact mechanism includes an impact head connected to the track for colliding with the battery pack.

2. The battery pack collision test apparatus according to claim 1, characterized in that, The track includes an overhead rail, a horizontal rail, a downward rail, and two sliders. The horizontal rail is located between the overhead rail and the downward rail. The ends of the overhead rail and the downward rail closest to the horizontal rail are respectively hinged to the two ends of the horizontal rail. The ends of the overhead rail and the downward rail furthest from the horizontal rail are respectively hinged to the two sliders. Both sliders are slidably connected to the test platform. The test platform is provided with a groove for the sliders to slide. The movable end of the lifting mechanism is connected to the horizontal rail.

3. The battery pack collision test apparatus according to claim 2, characterized in that, The overhead rail, horizontal rail, and downward rail are all equipped with anti-slip textures.

4. The battery pack collision test apparatus according to claim 2, characterized in that, The track also includes two limiting plates, which are respectively connected to both sides of the overhead rail, the horizontal rail, and the downward rail to limit the deviation of the test vehicle.

5. The battery pack collision test apparatus according to claim 2, characterized in that, The lifting mechanism includes a cross arm and a first hydraulic cylinder. One end of the bottom of the cross arm is hinged to the test platform, and the other end of the bottom of the cross arm is slidably connected to the test platform. One end of the top of the cross arm is hinged to the flat rail, and the other end of the top of the cross arm is slidably connected to the flat rail. The first hydraulic cylinder is hinged to the test platform, and the piston rod of the first hydraulic cylinder is hinged to the cross arm.

6. The battery pack collision test apparatus according to claim 2, characterized in that, The test apparatus further includes two pressure plates and two second hydraulic cylinders. The two second hydraulic cylinders are installed in the slide groove, and the two pressure plates are slidably connected to the slide groove. The piston rods of the two second hydraulic cylinders are respectively connected to the two pressure plates, so that the two pressure plates abut against the opposite sides of the two sliders.

7. The battery pack collision test apparatus according to claim 2, characterized in that, The impact mechanism further includes two brackets, two sleeves, two first motors, and two lead screws. The two brackets are respectively connected to the overhead rail and the downward rail. The two sleeves are respectively connected to the two brackets. The two impact heads are respectively slidably connected to the two sleeves. The two first motors are respectively mounted on the two brackets. The two lead screws are respectively connected to the output shafts of the two first motors. The two lead screws are respectively threaded to the two impact heads.

8. The battery pack collision test apparatus according to claim 7, characterized in that, The impact mechanism also includes two second motors, which are respectively mounted on the overhead rail and the downward rail. One end of each of the two brackets is rotatably connected to the overhead rail and the downward rail, and the output shafts of the two second motors are respectively connected to the other end of the two brackets.

9. The battery pack collision test apparatus according to claim 7, characterized in that, The impact head includes a head body and a carrier, the carrier being slidably connected to the sleeve, and the head body being threadedly connected to the carrier.

10. The battery pack collision test apparatus according to claim 1, characterized in that, The test apparatus also includes a fire extinguishing canister, a fire extinguishing pipe, a fire extinguishing head, a booster pump, and a solenoid valve. The outlet of the fire extinguishing canister is connected to the inlet of the fire extinguishing pipe, and the outlet of the fire extinguishing pipe is connected to the inlet of the fire extinguishing head. The booster pump and the solenoid valve are both installed on the fire extinguishing pipe.

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