Car and electric bicycle collision test device

Abstract

The utility model discloses a collision test device for automobiles and electric bicycles, comprising a bicycle simulation mechanism arranged in front of a test vehicle and used for colliding with the test vehicle, and an acceleration sensor arranged on the test vehicle, wherein a plurality of acceleration sensors are arranged. The collision test device for automobiles and electric bicycles of the utility model can realize a collision test for automobiles and electric bicycles, and can provide a basis for whether it is necessary to re-correct airbag ignition parameters.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobiles, and specifically relates to a collision test device for automobiles and electric bicycles. Background Art

[0002] As the number of electric bicycles increases, the number of accidents between cars and electric bicycles increases. When a car collides with an electric bicycle, the airbag in the car will be deployed by mistake, bringing unnecessary risks and economic losses to the car driver and passengers. Therefore, it is necessary to collect and verify the relevant parameters of the airbag through experiments, so as to provide a basis for whether the airbag ignition parameters need to be revised.

[0003] The prior art lacks equipment capable of testing the collision between a car and an electric bicycle, especially testing the front and side collisions of the car.

[0004] For example, the patent document with publication number CN106904217A discloses a front collision protection device for passenger cars, including a mounting bracket assembly, an outer cylinder assembly, an inner cylinder embedded in the outer cylinder assembly and coaxially arranged with the outer cylinder assembly, a guide rod, a guide seat assembly arranged in the outer cylinder assembly and the left end of the inner cylinder, a piston assembly embedded in the inner cylinder, and a base assembly arranged on the inner side of the right end of the outer cylinder assembly and the right end of the inner cylinder; the left end of the guide rod is connected to the mounting bracket assembly, and the right end passes through the guide seat assembly and the piston assembly in turn and is locked with a locking nut. The technical solution disclosed in the patent document also cannot solve the technical problems described above. Utility Model Content

[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a car and electric bicycle collision test device, the purpose of which is to realize the car and electric bicycle collision test, and to provide a basis for whether the airbag ignition parameters need to be re-corrected.

[0006] In order to solve the above technical problems, the technical solution adopted by the utility model is: a car and electric bicycle collision test device, including a bicycle simulation mechanism arranged in front of the test vehicle and used to collide with the test vehicle and an acceleration sensor arranged on the test vehicle, and multiple acceleration sensors are arranged.

[0007] The bicycle simulation mechanism comprises a wheel hub simulation component and a tire simulation component, wherein the tire simulation component is arranged on the wheel hub simulation component.

[0008] The bicycle simulation mechanism also includes a mounting frame, and the wheel hub simulation component is arranged on the mounting frame.

[0009] The diameter of the wheel hub simulation is 305 mm, and the diameter of the tire simulation is 16 inches.

[0010] The weight of the bicycle simulation mechanism is 115KG.

[0011] The acceleration sensor includes a first sensor and a second sensor disposed at the front portion of the test vehicle, and a third sensor disposed at the B-pillar portion of the test vehicle.

[0012] The automobile and electric bicycle collision test device of the utility model can realize the collision test between the automobile and the electric bicycle, and can provide a basis for whether it is necessary to re-correct the airbag ignition parameters. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural diagram of a bicycle simulation mechanism;

[0014] Figure 2 yes Figure 1 Middle AA section view;

[0015] Figure 3 This is a schematic diagram of a frontal collision;

[0016] Figure 4 It is a schematic diagram of a right front collision;

[0017] Figure 5 It is a schematic diagram of a left front collision;

[0018] Figure 6 This is a schematic diagram of a side B-pillar collision;

[0019] Figure 7 This is a schematic diagram of a side front door collision;

[0020] Figure 8 is a schematic diagram of the acceleration sensor arrangement;

[0021] The marks in the above figures are: 1. first sensor; 2. second sensor; 3. third sensor; 4. airbag controller; 5. mounting frame; 6. wheel hub simulation; 7. tire simulation; 8. camera; 9. traction mechanism; 10. barrier; 11. bicycle simulation mechanism; 12. test vehicle. DETAILED DESCRIPTION

[0022] The specific implementation methods of the utility model are further explained in detail below with reference to the accompanying drawings through the description of embodiments, with the aim of helping technicians in the field to have a more complete, accurate and in-depth understanding of the concept and technical solution of the utility model and facilitating its implementation.

[0023] It should be noted that when an element is referred to as being "fixed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower" and similar expressions used in this article are for illustrative purposes only.

[0024] It should be noted that, in the following embodiments, the “first”, “second” and “third” mentioned do not represent an absolute distinction in structure and / or function, nor do they represent a sequence of execution, but are merely for the convenience of description.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly connected by technicians in the technical field to which the present invention belongs. The terminology used in the specification of the present invention is for the purpose of describing specific embodiments and is not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0026] like Figures 1 to 8 As shown, the utility model provides a car and electric bicycle collision test device, including a bicycle simulation mechanism 11 arranged in front of the test vehicle and used for colliding with the test vehicle and an acceleration sensor arranged on the test vehicle, wherein a plurality of acceleration sensors are arranged.

[0027] Specifically, if Figure 1 and Figure 2 As shown, the bicycle simulation mechanism 11 includes a mounting frame 5, a wheel hub simulation member 6 and a tire simulation member 7, and the tire simulation member 7 is arranged on the wheel hub simulation member 6. The wheel hub simulation member 6 is fixedly arranged on the mounting frame 5, and the tire simulation member 7 is located outside the tire simulation member 7, and the tire simulation member 7 and the tire simulation member 7 are coaxially arranged.

[0028] Referring to the new national standard bicycle, the collision device is designed to use 50KG (national standard requires less than 55KG) + 65KG (adult weight). The device is designed to simulate the front wheel structure, using a 305mm wheel hub, referring to the commonly used 16-inch tires on the market, and the tire width is 2.5 inches. The weight of the bicycle simulation mechanism 11 is 115KG, the diameter of the wheel hub simulation part 6 is 305mm, and the diameter of the tire simulation part 7 is 16 inches.

[0029] like Figure 8As shown, the acceleration sensor includes a first sensor 1 and a second sensor 2 arranged at the front part of the test vehicle and a third sensor 3 arranged at the B-pillar part of the test vehicle. When performing a front collision test, the front part of the test vehicle hits the bicycle simulation mechanism 11. The first sensor 1 and the second sensor 2 are located on the same straight line parallel to the width direction of the test vehicle. Two third sensors 3 are provided, and the two third sensors 3 are respectively located at the two B-pillar parts of the test vehicle. During the test, the first sensor 1, the second sensor 2 and the third sensor 3 collect acceleration data. The first sensor 1, the second sensor 2 and the third sensor 3 are three-axial acceleration sensors.

[0030] The test method is as follows:

[0031] 1.1 Vehicle preparation:

[0032] 1.1.1 The test vehicle should reflect the characteristics of the product series, include all equipment installed normally, and be in a state of normal operation;

[0033] 1.1.2 Before the test, ensure that the transmission system, suspension system (including tires), steering and braking systems of the test vehicle are in the state specified by the vehicle manufacturer, and the vehicle engine is in the starting state or the ignition switch is in the "ON" position;

[0034] 1.1.3 The mass of the test vehicle should be the driving mass.

[0035] 1.2 Simulate the electric bicycle hitting the front bumper and front door of the car:

[0036] 1.2.1 Test equipment:

[0037] Referring to the new national standard bicycle, the collision device is designed to use 50KG (national standard requires less than 55KG) + 65KG (adult weight). The device is designed to simulate the front wheel structure, using a 305mm wheel hub, referring to the commonly used 16-inch tires on the market, and the tire width: 2.5 inches;

[0038] 1.2.2 Test speed:

[0039] Bicycle simulation mechanism 11 The instantaneous speed of the impact test vehicle should not be less than 200 0 +1 km / h.

[0040] 1.2.3 Sensor layout:

[0041] 1.2.3.1 A triaxial acceleration sensor is attached to each of the left and right B-pillars and the front impact sensor of the test vehicle;

[0042] 1.2.3.2 The sensor should be rigidly fixed so that its recording is affected by vibration as little as possible. In particular, the installation of the acceleration sensor should ensure that the deviation angle of the actual measurement axis relative to the reference axis is not greater than 5°;

[0043] 1.3 Test steps:

[0044] The test vehicle is stationary at the test site, the engine of the test vehicle is started or the ignition switch is in the "ON" position, the main test driver sits in the driver's seat, and the data collector sits in the co-pilot seat;

[0045] Make the simulated electric bicycle device hit the front center, left, right and side doors and B-pillar of the test vehicle at a uniform speed according to the speed in 1.2.2. Figures 3 to 6 shown);

[0046] The data collector ensures that the data acquisition device can collect the acceleration and force signals of the acceleration sensors arranged during the entire test process from the beginning and end of each test cycle.

[0047] 1.4 Collection test: Analyze the signals obtained at specific locations (such as acceleration, force, etc.), determine the validity of the data, evaluate whether the airbag has the risk of misexplosion based on the test results, and decide whether the airbag ignition parameters need to be re-corrected.

[0048] 1.5 Verification test: After the airbag parameters are adjusted, another test is conducted to verify whether the airbag accidentally explodes during a collision.

[0049] The utility model is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the utility model is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the method concept and technical solution of the utility model, or the concept and technical solution of the utility model are directly applied to other occasions without improvement, they are all within the protection scope of the utility model.

Claims

1. Automobile and electric bicycle collision test device, characterized by: It includes a bicycle simulation mechanism arranged in front of the test vehicle and used for colliding with the test vehicle, and an acceleration sensor arranged on the test vehicle, wherein a plurality of acceleration sensors are arranged; The bicycle simulation mechanism comprises a wheel hub simulation component and a tire simulation component, wherein the tire simulation component is arranged on the wheel hub simulation component; The bicycle simulation mechanism further comprises a mounting frame, and the wheel hub simulation member is arranged on the mounting frame; The acceleration sensor includes a first sensor and a second sensor disposed at the front portion of the test vehicle, and a third sensor disposed at the B-pillar portion of the test vehicle.

2. The automobile and electric bicycle collision test device according to claim 1, characterized in that: The diameter of the wheel hub simulation is 305 mm, and the diameter of the tire simulation is 16 inches.

3. The automobile and electric bicycle collision test device according to claim 1, characterized in that: The weight of the bicycle simulation mechanism is 115KG.

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