Small deviation collision test device and trolley

Abstract

The utility model discloses a small deviation collision test device and a vehicle, and the test device comprises a mounting plate which is connected with a trolley; the mounting platform is connected with the mounting plate; the force measuring assembly is connected with the mounting plate, the force measuring assembly comprises a first energy absorbing pipe and a second energy absorbing pipe, the first energy absorbing pipe is arranged on the inner side of the second energy absorbing pipe, and the thickness of the first energy absorbing pipe is larger than that of the second energy absorbing pipe. According to the small deviation collision test device, the energy absorption pipes with different thicknesses are arranged, so that the tire can be guided to deflect inwards, the purpose of meeting the real small deviation collision working condition is achieved, and the stability of the whole structure is kept; therefore, early-stage prevention design and verification of the vehicle safety problem of the suspension system under the vehicle small deviation working condition are realized in a subsystem verification mode at the initial stage of a project, and the test accuracy is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle testing, in particular to a test device and a trolley for small offset collision. Background Art

[0002] In the related art, it is pointed out that in order to verify the structural performance of the suspension subsystem in small offset collision, it is generally completed through the small offset collision test of the whole vehicle. Affected by the collision conditions of the whole vehicle, once abnormal fracture occurs in the suspension subsystem during the whole vehicle test, a large amount of energy is required for later rectification. At present, there is also a scheme of using bench test to verify the mechanical properties of the suspension subsystem through static extrusion test, but there are differences between the deformation mode and the results of the whole vehicle collision test, which cannot provide correct guidance for simulation verification. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a test device for small offset collision, which improves the test accuracy and is easy to operate.

[0004] The utility model also provides a trolley with the above test device.

[0005] The test device for small offset collision according to the first aspect of the utility model is arranged on the trolley and includes: a mounting plate connected to the trolley; a mounting platform connected to the mounting plate for mounting the suspension subsystem; a force measuring component connected to the mounting plate, the force measuring component including: a first energy absorption tube and a second energy absorption tube, the first energy absorption tube is arranged inside the second energy absorption tube, and the thickness of the first energy absorption tube is greater than that of the second energy absorption tube.

[0006] According to the test device for small offset collision of the utility model, by setting energy absorption tubes with different thicknesses, the first energy absorption tube is located inside the second energy absorption tube, and the thickness of the first energy absorption tube is greater than that of the second energy absorption tube, it can guide the tire to deflect inward, so as to achieve the purpose of conforming to the real small offset collision condition and maintaining the stability of the whole structure. Furthermore, early preventive design and verification of the vehicle safety problem of the suspension system under the small offset condition of the whole vehicle can be realized through the subsystem verification method at the initial stage of the project, and the test accuracy is improved.

[0007] In some embodiments, the force measuring component further includes: a fixing plate formed with a plurality of fixing grooves, the first energy absorption tube and the second energy absorption tube are arranged in one-to-one correspondence with the plurality of fixing grooves, one end of the first energy absorption tube is arranged in the fixing groove, one end of the second energy absorption tube is arranged in the fixing groove, and the test device further includes: a guiding component connected to the fixing plate and located at the other end of the first energy absorption tube.

[0008] In some embodiments, the fixing plate is provided with a first sleeve, and the guide assembly further comprises: a load-bearing plate and a second sleeve, one end of the second sleeve is connected to the load-bearing plate, and the other end of the second sleeve is sleeved in the first sleeve.

[0009] In some embodiments, the guide assembly further includes: a guide member, the guide member is disposed on a side of the bearing plate away from the second sleeve, and the guide member is located on a side where the first energy absorbing tube is located.

[0010] In some embodiments, the mounting platform is provided with a first fixing portion, a second fixing portion, a third fixing portion, a fourth fixing portion and a fifth fixing portion.

[0011] The first fixing portion is located on the top of the mounting platform, and the first fixing portion is used to fix the shock absorber of the suspension subsystem.

[0012] The second fixing portion is located at a position of the mounting platform close to the force measuring assembly, and the second fixing portion is used to fix the rear end of the subframe of the suspension subsystem.

[0013] The third fixing portion is located at a position of the mounting platform away from the force measuring assembly, and the third fixing portion is used to fix the front end of the subframe of the suspension subsystem.

[0014] The fourth fixing portion is located between the second fixing portion and the third fixing portion, and the fourth fixing portion is used to fix the half shaft of the suspension subsystem.

[0015] The fifth fixing portion is located between the fourth fixing portion and the second fixing portion, and the fifth fixing portion is used to fix the steering rod of the suspension subsystem.

[0016] In some embodiments, the test device further includes: a shock absorber fixing seat, the shock absorber fixing seat is arranged on the top of the mounting platform, and the first fixing portion is formed on the shock absorber fixing seat.

[0017] In some embodiments, the test device further includes: a subframe front mounting seat and a subframe rear mounting seat, the subframe rear mounting seat is arranged at one end of the mounting platform close to the force measuring assembly, the second fixing portion is formed on the subframe rear mounting seat, the subframe front mounting seat is arranged at one end of the mounting platform away from the force measuring assembly, and the third fixing portion is formed on the subframe front mounting seat.

[0018] In some embodiments, the test device further includes: an axle mounting seat, the axle mounting seat is located between the sub-frame front mounting seat and the sub-frame rear mounting seat, and the fourth fixing portion is formed on the axle mounting seat.

[0019] In some embodiments, the test device further includes a tie rod mounting seat located between the rear mounting seat of the subframe and the shaft mounting seat, and the fifth fixing portion is formed on the tie rod mounting seat.

[0020] The trolley according to the second aspect of the present invention includes a trolley body and the test device according to the first aspect of the present invention above.

[0021] By providing the test device according to the first aspect, the trolley according to the present invention improves the accuracy of the simulation results in the component design stage, enhances the system design ability, reduces the vehicle test evaluation, realizes the partial substitution of the subsystem results for the vehicle results, improves the test success rate, is convenient for overall operation, and reduces the production cost.

[0022] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a schematic diagram of the test device according to the embodiment of the first aspect of the present invention;

[0024] Figure 2 is Figure 1 an exploded schematic diagram of the test device shown in ;

[0025] Figure 3 is Figure 1 a schematic diagram of another perspective of the test device shown in ;

[0026] Figure 4 is Figure 1 a schematic diagram of yet another perspective of the test device shown in ;

[0027] Figure 5 is Figure 1 an assembled schematic diagram of the force measuring component and the guiding component shown in ;

[0028] Figure 6 is a schematic diagram of the trolley according to the embodiment of the second aspect of the present invention.

[0029] Reference Signs:

[0030] 100. Trolley; 10. Test device; 1. Mounting plate; 2. Mounting platform; 3. Force measuring component; 31. First energy absorption tube; 32. Second energy absorption tube; 33. Fixed plate; 331. Fixed groove; 332. First sleeve; 4. Guide component; 41. Load-bearing plate; 42. Second sleeve; 43. Guide member; 5. Shock absorber fixing seat; 6. Front subframe mounting seat; 7. Rear subframe mounting seat; 8. Axle mounting seat; 9. Tie rod mounting seat; 20. Vehicle body. Detailed implementation manner

[0031] The embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions from beginning to end. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present utility model, and should not be construed as a limitation to the present utility model.

[0032] Refer to the following Figures 1-5 to describe the test device 10 for small-offset collision according to the first aspect embodiment of the present utility model.

[0033] As Figure 1 and Figure 5 shown, the test device 10 for small-offset collision according to the first aspect embodiment of the present utility model includes: a mounting plate 1, a mounting platform 2, and a force measuring component 3.

[0034] Specifically, the test device 10 is disposed on the trolley 100. The mounting plate 1 is connected to the trolley 100, the mounting platform 2 is connected to the mounting plate 1 and is used to mount the suspension subsystem, and the force measuring component 3 is connected to the mounting plate 1. The force measuring component 3 includes: a first energy absorption tube 31 and a second energy absorption tube 32. The first energy absorption tube 31 is disposed inside the second energy absorption tube 32, and the thickness of the first energy absorption tube 31 is greater than the thickness of the second energy absorption tube 32. That is to say, the trolley 100 is the moving base platform of the entire test system and can be used to simulate the moving state of the vehicle on the road. The trolley 100 usually ensures linear motion through rails or other means to ensure the accuracy of the test results. The mounting plate 1 is connected to the trolley 100 and serves as the basic component for fixing other components. The mounting platform 2 is connected to the mounting plate 1 and is used to fix the suspension subsystem to be tested, so as to simulate the behavior of the corresponding system in the actual vehicle during a collision. The force measuring component 3 is the key part for measuring the force generated during the collision.

[0035] It can be understood that the thickness of the first energy-absorbing tube 31 located inside is greater than that of the second energy-absorbing tube 32 located outside. Due to its thicker design, the first energy-absorbing tube 31 will deform prior to the second energy-absorbing tube 32 when subjected to impact, which can ensure that the force exerted on the tire during a collision can be effectively transmitted to the first energy-absorbing tube 31, thereby causing the tire to deflect inward; the thinner second energy-absorbing tube 32 will start to deform after the first energy-absorbing tube 31, further absorbing the remaining energy and maintaining the stability of the entire structure.

[0036] For the small-offset collision test device 10 according to an embodiment of the present invention, by providing energy-absorbing tubes with different thicknesses, the first energy-absorbing tube 31 is located inside the second energy-absorbing tube 32, and the thickness of the first energy-absorbing tube 31 is greater than that of the second energy-absorbing tube 32, which can guide the tire to deflect inward, so as to achieve the purpose of conforming to the actual small-offset collision condition and maintaining the stability of the entire structure, and further realize the early preventive design and verification of the vehicle safety problem of the suspension system under the small-offset condition of the whole vehicle through the subsystem verification method at the initial stage of the project.

[0037] The working principle of the small-offset collision test device 10 according to an embodiment of the present invention will be described below:

[0038] The small-offset collision test device 10 is fixed to the collision barrier through fasteners. Its main function is to collect the force condition of the tire when the suspension subsystem components fail and the moment when the suspension subsystem components fail after the tire of the suspension subsystem assembly impacts the fixed small-offset barrier. The small-offset collision test device 10 (composed of an energy-absorbing component, a force sensor, and a guiding component 4) is designed and manufactured according to the deformation condition of the suspension subsystem in the actual vehicle collision condition, and the specific installation position needs to be matched with the actual test suspension subsystem. The force condition during the entire collision process is recorded by the force-measuring component 3 at the rear end, and the time of component failure is judged by the fracture switches pasted on each component. The impacted suspension subsystem is fixed through the second fixing part, the third fixing part, the fourth fixing part, and the fifth fixing part, and the matching of the fixing points can achieve the reproduction of failure and rotational deformation during the collision process.

[0039] In some embodiments of the present invention, such as Figure 5As shown, the force measuring assembly 3 also includes: a fixing plate 33, on which a plurality of fixing grooves 331 are formed, the first energy absorbing tube 31 and the second energy absorbing tube 32 are arranged in one-to-one correspondence with the plurality of fixing grooves 331, one end of the first energy absorbing tube 31 is arranged in the fixing groove 331, and one end of the second energy absorbing tube 32 is arranged in the fixing groove 331, each fixing groove 331 corresponds to a first energy absorbing tube 31 and a second energy absorbing tube 32, so that each energy absorbing tube can work stably during the collision process and deform and absorb energy in a predetermined manner, and one end of the first energy absorbing tube 31 and the second energy absorbing tube 32 are respectively placed in the fixing grooves 331 on the fixing plate 33, so that their positions can be stable when impacted. The test device 10 also includes: a guide assembly 4, which is connected to the fixing plate 33 and is located at the other end of the first energy absorbing tube 31, and is used to ensure that the tire can be twisted in the expected direction when subjected to force, so as to better simulate the real collision, which helps to improve the accuracy and consistency of the test results.

[0040] In some embodiments of the present invention, Figure 5 As shown, the fixing plate 33 is provided with a first sleeve 332, and the guide assembly 4 further includes: a bearing plate 41 and a second sleeve 42, one end of the second sleeve 42 is connected to the bearing plate 41, and the other end of the second sleeve 42 is sleeved in the first sleeve 332. Therefore, the connection structure design of the first sleeve 332 and the second sleeve 42 is simple and reliable, which reduces the difficulty of assembling the guide assembly 4 and the force measuring assembly 3 and improves the assembly efficiency.

[0041] In some embodiments of the present invention, Figure 5 As shown, the guide assembly 4 also includes: a guide member 43, which is arranged on the side of the bearing plate 41 away from the second sleeve 42, and the guide member 43 is located on the side where the first energy absorbing tube 31 is located. As shown in the figure, a cavity is formed in the guide member 43, and the guide member 43 extends in the up-down direction and is located on the inner side of the bearing plate 41 in the left-right direction. Therefore, the design of the guide member 43 is ingenious, and it can further guide the tire to deflect inward, so as to achieve the purpose of meeting the actual small offset collision working condition.

[0042] In some embodiments of the present utility model, a first fixing portion, a second fixing portion, a third fixing portion, a fourth fixing portion, and a fifth fixing portion are provided on the mounting platform 2. The first fixing portion is located at the top of the mounting platform 2 and is used to fix the shock absorber of the suspension subsystem. The second fixing portion is located at a position on the mounting platform 2 close to the force measuring assembly 3 and is used to fix the rear end of the subframe of the suspension subsystem. The third fixing portion is located at a position on the mounting platform 2 far from the force measuring assembly 3 and is used to fix the front end of the subframe of the suspension subsystem. The fourth fixing portion is located between the second fixing portion and the third fixing portion and is used to fix the half shaft of the suspension subsystem. The fifth fixing portion is located between the fourth fixing portion and the second fixing portion and is used to fix the steering tie rod of the suspension subsystem. Thus, by analyzing the installation form of the suspension system in the whole vehicle and setting the failure mode (failure position and failure sequence), failure peak force, and failure time as the main indicators to evaluate the subsystem design scheme and the characterization degree of the whole vehicle collision condition, the suspension subsystem scheme decoupled from the whole vehicle is determined.

[0043] Further, as Figures 1-5 shown, in some embodiments of the present utility model, the test device 10 further includes: a shock absorber fixing seat 5, the shock absorber fixing seat 5 is provided on the top of the mounting platform 2, and the first fixing portion is formed on the shock absorber fixing seat 5; a front subframe mounting seat 6 and a rear subframe mounting seat 7, the rear subframe mounting seat 7 is provided at one end of the mounting platform 2 close to the force measuring assembly 3, the second fixing portion is formed on the rear subframe mounting seat 7, the front subframe mounting seat 6 is provided at one end of the mounting platform 2 far from the force measuring assembly 3, and the third fixing portion is formed on the front subframe mounting seat 6; a shaft mounting seat 8, the shaft mounting seat 8 is located between the front subframe mounting seat 6 and the rear subframe mounting seat 7, and the fourth fixing portion is formed on the shaft mounting seat 8; a tie rod mounting seat 9, the tie rod mounting seat 9 is located between the rear subframe mounting seat 7 and the shaft mounting seat 8, and the fifth fixing portion is formed on the tie rod mounting seat 9.

[0044] The following describes a design method for a whole vehicle suspension subsystem:

[0045] Step S1, by means of simulation analysis (for example, a whole vehicle simulation model), based on the setting of the cross-sectional forces of each component of the suspension in the whole vehicle simulation model, compare and analyze the force application form and force magnitude in a small offset collision condition, and combine the failure forms (failure position, failure sequence, and failure force magnitude) of each component of the suspension system in the whole vehicle test of different vehicle models to determine the key points of collision concern;

[0046] Step S2: Analyze the installation form of the suspension system on the whole vehicle (five-point fixation: shock absorber fixing seat 5, front subframe mounting seat 6, rear subframe mounting seat 7, axle mounting seat 8, and tie rod mounting seat 9), and set the failure mode (failure position and failure sequence), failure peak force, and failure time as the main indicators to evaluate the subsystem design scheme and the characterization degree of the vehicle collision condition, so as to determine the suspension subsystem scheme decoupled from the whole vehicle;

[0047] Step S3: Based on the subsystem simulation model established above, study the failure mode (failure position and failure sequence), failure peak force, and failure time under different loading methods (the weight of the trolley 100, initial speed, etc.), and determine the small-offset collision suspension subsystem design scheme by comparing the key indicators;

[0048] Step S4: Based on the subsystem design scheme determined above, design the tooling and test bench for the subsystem test, such as Figures 1-5 shown, which is the test device 10 for small-offset collision according to the embodiment of the present invention.

[0049] In summary, by systematically studying the failure of each component of the suspension system under the small-offset collision condition of the whole vehicle, with the help of simulation technology, key indicators are set, and a suspension system design method independent of the whole vehicle is proposed. Through this method, safety verification and design prevention can be carried out in the suspension system development stage, and the verification can be advanced to before the whole vehicle test. Moreover, the failure moments of each component of the suspension subsystem during the whole vehicle collision test are realized. The collision force is collected by the force measuring component 3 to obtain the parameters required for the whole vehicle collision simulation. When the tire contacts the force measuring component 3, energy-absorbing tubes with different thicknesses are used on the force measuring component 3. The first energy-absorbing tube 31 is located inside the second energy-absorbing tube 32, and the thickness of the first energy-absorbing tube 31 is greater than that of the second energy-absorbing tube 32, which can guide the tire to deflect inward, so as to achieve the purpose of conforming to the real small-offset collision condition.

[0050] The trolley 100 according to the second aspect embodiment of the present invention includes a vehicle body 20 and the test device 10 according to the first aspect embodiment of the present invention above.

[0051] The trolley 100 according to the embodiment of the present invention improves the accuracy of the simulation results in the component design stage, enhances the system design ability, reduces the whole vehicle test evaluation, realizes the partial replacement of the whole vehicle results by the subsystem results, improves the test success rate, is convenient for overall operation, and reduces the production cost by setting the test device 10 of the first aspect embodiment above.

[0052] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model.

[0053] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, "a plurality of" means two or more unless otherwise specifically defined.

[0054] In the present utility model, unless otherwise clearly defined and limited, the terms "mounted", "connected", "connected to", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0055] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0056] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present utility model. The scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A test device for small-offset collision, which is arranged on a trolley, and is characterized in that, include: A mounting plate connected to the trolley; A mounting platform, the mounting platform is connected to the mounting plate and is used to mount a suspension subsystem; A force measuring assembly is connected to the mounting plate, and comprises: a first energy absorbing tube and a second energy absorbing tube, wherein the first energy absorbing tube is arranged on the inner side of the second energy absorbing tube, and the thickness of the first energy absorbing tube is greater than the thickness of the second energy absorbing tube.

2. The test device according to claim 1, characterized in that, The force measuring assembly also includes: a fixed plate, on which a plurality of fixed grooves are formed, the first energy absorbing tube and the second energy absorbing tube are arranged in one-to-one correspondence with the plurality of fixed grooves, one end of the first energy absorbing tube is arranged in the fixed groove, and one end of the second energy absorbing tube is arranged in the fixed groove, and the testing device also includes: a guide assembly, which is connected to the fixed plate and is located at the other end of the first energy absorbing tube.

3. The test device according to claim 2, characterized in that, The fixing plate is provided with a first sleeve, and the guide assembly comprises: a bearing plate and a second sleeve, one end of the second sleeve is connected to the bearing plate, and the other end of the second sleeve is sleeved in the first sleeve.

4. The test device according to claim 3, characterized in that The guide assembly further includes: a guide member, which is arranged on a side of the bearing plate away from the second sleeve, and the guide member is located on a side where the first energy absorbing tube is located.

5. The test device according to any one of claims 1 to 4, characterized in that, The mounting platform is provided with a first fixing portion, a second fixing portion, a third fixing portion, a fourth fixing portion and a fifth fixing portion, The first fixing portion is located on the top of the mounting platform, and the first fixing portion is used to fix the shock absorber of the suspension subsystem. The second fixing portion is located at a position of the mounting platform close to the force measuring assembly, and the second fixing portion is used to fix the rear end of the subframe of the suspension subsystem. The third fixing portion is located at a position of the mounting platform away from the force measuring assembly, and the third fixing portion is used to fix the front end of the subframe of the suspension subsystem. The fourth fixing portion is located between the second fixing portion and the third fixing portion, and the fourth fixing portion is used to fix the half shaft of the suspension subsystem. The fifth fixing portion is located between the fourth fixing portion and the second fixing portion, and the fifth fixing portion is used to fix the steering rod of the suspension subsystem.

6. The test device according to claim 5, characterized in that, Also includes: A shock absorber fixing seat is arranged on the top of the mounting platform, and the first fixing part is formed on the shock absorber fixing seat.

7. The test device according to claim 5, characterized in that, Also includes: A sub-frame front mounting seat and a sub-frame rear mounting seat, the sub-frame rear mounting seat is arranged at one end of the mounting platform close to the force measuring assembly, the second fixing portion is formed on the sub-frame rear mounting seat, the sub-frame front mounting seat is arranged at one end of the mounting platform away from the force measuring assembly, and the third fixing portion is formed on the sub-frame front mounting seat.

8. The test device according to claim 7, characterized in that, Also includes: An axle mounting seat is located between the sub-frame front mounting seat and the sub-frame rear mounting seat, and the fourth fixing portion is formed on the axle mounting seat.

9. The test device according to claim 8, characterized in that, Also includes: A tie rod mounting seat, wherein the tie rod mounting seat is located between the sub-frame rear mounting seat and the axle mounting seat, and the fifth fixing portion is formed on the tie rod mounting seat.

10. A trolley, characterized in that, The test device comprises a vehicle body and the test device according to any one of claims 1 to 9.

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