Vehicle collision test device

Abstract

The utility model relates to the technical field of automobile collision test, and particularly provides a vehicle collision test device, which comprises a base, and a full front collision buffer unit and a front offset collision buffer unit which are alternately arranged on the base, a mounting base plate is arranged on the base, the full front collision buffer unit comprises a plurality of first damping mechanisms which are arranged on the mounting base plate at intervals, and the front offset collision buffer unit comprises a second damping mechanism which is arranged on the left half part or the right half part of the mounting base plate; when a vehicle collision test is carried out, the first damping mechanism and the second damping mechanism can collapse and deform. According to the vehicle collision test device of the utility model, the plurality of first damping mechanisms can restore the acceleration waveform and the tail raising action of the vehicle in the collision process; and the second damping mechanism can reproduce the whole vehicle waveform and drifting action in the front offset collision process, so that the posture change and waveform condition in the vehicle collision process can be well reproduced.

Description

Technical Field

[0001] This utility model relates to the field of automotive crash testing technology, and in particular to a vehicle crash testing device. Background Technology

[0002] The development of a new vehicle typically involves several stages, including design verification, production verification, and small-batch production. During the design verification stage, it's necessary to extract the vehicle's waveform during a collision. In both the design and production verification stages, the extracted waveforms are used to conduct multiple rounds of slide tests to reproduce the vehicle and occupant postures, match the parameters of the constraint system, and thus obtain the optimal constraint system configuration.

[0003] Automotive crash testing is a complex and costly technical research project. The collision process is also a complex, instantaneous physical process involving the intricate deformation and interactions of hundreds or even thousands of parts within the vehicle. After the test, the entire vehicle and related components are often deformed or damaged beyond repair and reuse. To optimize occupant injury during a crash, multiple crash tests are required, increasing vehicle development costs. Therefore, current vehicle development often uses sliding platform testing instead of full-scale crash testing to reduce the number of test vehicles and save on development costs.

[0004] However, existing active and passive slide test equipment can only reproduce the acceleration waveform of the vehicle in the X-direction (front-to-back direction) during slide tests. They cannot effectively reproduce the acceleration waveforms in the Y-direction (left-to-right direction) and Z-direction (up-down direction), meaning they cannot reproduce the complete motion posture of the vehicle, such as Y-direction drifting or Z-direction lift. Since the slide test cannot fully reproduce the complete posture of the vehicle in the X, Y, and Z directions, it cannot fully reproduce the motion posture of the dummy during a collision. This makes it difficult to effectively match and optimize the parameters of the constraint system, ultimately preventing the vehicle from achieving the optimal constraint system configuration.

[0005] To fully reproduce the motion of a vehicle and its occupants during a collision, it is necessary not only for the active slide (trolley) to replicate the passenger compartment environment of the vehicle and exhibit fishtailing and tail-lifting during the collision, but also for the passive slide (i.e., the waveform reproduction device that withstands the trolley's impact) to effectively absorb the impact and guide the trolley to fishtail and tail-lifting postures, thus facilitating the extraction of the vehicle's complete waveform. Existing collision testing methods are insufficient to adequately meet these requirements. Utility Model Content

[0006] In view of this, the present invention aims to provide a vehicle collision testing device so as to effectively reproduce the attitude changes and waveforms during the vehicle collision process.

[0007] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0008] A vehicle collision testing device includes a base, and a full frontal collision buffer unit and a frontal offset collision buffer unit alternately disposed on the base.

[0009] The base is provided with a mounting plate. The full frontal collision buffer unit includes a plurality of first damping mechanisms arranged at intervals on the mounting plate. The frontal offset collision buffer unit includes a second damping mechanism arranged on the left or right half of the mounting plate. During vehicle collision testing, both the first damping mechanism and the second damping mechanism can collapse and deform.

[0010] Furthermore, the mounting base plate has a plurality of mounting holes spaced apart, and the first damping mechanism and the second damping mechanism are both fixed to the mounting base plate through the mounting holes; the first damping mechanism and the second damping mechanism can be disposed in different mounting holes to adjust the arrangement position of the first damping mechanism and the second damping mechanism on the mounting base plate.

[0011] Furthermore, each of the first damping mechanisms is fixedly mounted on the mounting base via a first fixing seat. The first fixing seat is provided with a fixing mounting plate, and the first damping mechanism is mounted on the fixing mounting plate.

[0012] Furthermore, the connection position of the fixed mounting plate on the first fixed seat is adjustable, so as to adjust the distance between the first damping mechanism and the first fixed seat.

[0013] Furthermore, the plurality of first damping mechanisms include a primary damping mechanism disposed in the middle of the mounting base plate and a secondary damping mechanism disposed in the left and right halves of the mounting base plate, wherein the primary damping mechanism protrudes outward relative to the secondary damping mechanism.

[0014] Furthermore, the primary damping mechanism is connected to the fixed mounting plate via a first extension connecting plate, the secondary damping mechanism is directly fixed to the end of the fixed mounting plate, and the first extension connecting plate and the fixed mounting plate are connected by a first shear structure that can break under a set impact force.

[0015] Furthermore, the second damping mechanism is fixedly mounted on the mounting base via a second fixing seat. The second fixing seat is provided with a primary damper fixing frame and a plurality of secondary damper fixing frames arranged around the primary damper fixing frame. The second damping mechanism includes a primary damper disposed on the primary damper fixing frame and a plurality of secondary dampers disposed on each of the secondary damper fixing frames. The primary damper protrudes outward relative to the secondary damper.

[0016] Furthermore, the primary damper is connected to the primary damper mounting bracket via a second extension connecting plate, and the connection position of the second extension connecting plate on the primary damper mounting bracket and / or the primary damper is adjustable to adjust the distance between the primary damper and the second mounting base.

[0017] Furthermore, the second extension connecting plate and the primary damper mounting bracket are connected by a second shear structure that can break under a set impact force, and a guide mechanism is provided between the primary damper and the primary damper mounting bracket; the guide mechanism is used to guide the primary damper to move toward the primary damper mounting bracket in the impact direction of the test vehicle.

[0018] Furthermore, the first damping mechanism, the first-stage damper, and the second-stage damper all include a damper base and multiple damping tubes arranged on the damper base, and the number of damping tubes on the first-stage damper is greater than the number of damping tubes on the second-stage damper.

[0019] Compared with the prior art, this utility model has the following advantages:

[0020] The vehicle collision testing device of this utility model forms a full frontal collision buffer unit by arranging multiple first damping mechanisms on the base. When the vehicle undergoes a full frontal collision test, each first damping mechanism can withstand the impact of the vehicle and slow down its speed, achieving the test effect of vehicle collision. The reasonable damping force and position setting of each first damping mechanism can make the vehicle reproduce the acceleration waveform and tail-swing action of the real vehicle during the collision. The second damping mechanism set at an appropriate position on the mounting plate of the base forms a frontal offset collision buffer unit, which can also reproduce the whole vehicle waveform and tail-swing action of the vehicle during the frontal offset collision. Therefore, it is beneficial to reproduce the attitude changes and waveform conditions of the vehicle during the collision very well.

[0021] Furthermore, a large number of mounting holes are spaced apart on the mounting base plate to serve as mounting positions for the first or second damping mechanism. By selecting different mounting holes to install and fix the first or second damping mechanism, the arrangement of the first and second damping mechanisms can be changed, making the adjustment of the position of the second damping mechanism and each of the first damping mechanisms simpler and faster. Moreover, by reasonably arranging the arrangement of the various first damping mechanisms, the upper part of the front end of the test vehicle can be subjected to less force and the lower part to greater force during the collision, thus accurately replicating the rear-end lift action during a real vehicle collision. For different vehicle models with different center of gravity heights, the rear-end lift action of different vehicle models can be well realized by appropriately adjusting the arrangement of the various first damping mechanisms. Attached Figure Description

[0022] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of this utility model. The illustrative embodiments and descriptions of this utility model are used to explain this utility model. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this utility model. In the drawings:

[0023] Figure 1 This is a three-dimensional structural diagram of the base as described in an embodiment of the present invention when it is equipped with a full-frontal collision buffer unit;

[0024] Figure 2 for Figure 1 The side view of the vehicle crash test apparatus shown;

[0025] Figure 3 for Figure 1 The front view of the vehicle crash test apparatus shown;

[0026] Figure 4 This is a schematic diagram of the overall structure of the vehicle collision test device with a three-stage damping mechanism configuration for the full frontal collision buffer unit described in this embodiment of the invention.

[0027] Figure 5 for Figure 4 The side view of the vehicle crash test apparatus shown;

[0028] Figure 6 for Figure 4 A magnified view of the area shown in section A;

[0029] Figure 7 This is a three-dimensional structural diagram of the base described in an embodiment of the present invention when a front-biased collision buffer unit is provided;

[0030] Figure 8 for Figure 7 The front view of the vehicle crash test apparatus shown;

[0031] Figure 9 for Figure 7 The side view of the vehicle crash test apparatus shown;

[0032] Figure 10 This is a schematic diagram of the overall structure of the front-biased collision buffer unit according to an embodiment of the present invention.

[0033] Explanation of reference numerals in the attached figures:

[0034] 50. Fixed base plate; 51. Support frame; 52. Mounting base plate; 520. Assembly hole;

[0035] 6. Full frontal collision buffer unit; 60. First fixed base; 600. Fixed mounting plate; 601. First extension connecting plate; 602. First connecting hole; 61. First damping mechanism; 611. Primary damping mechanism; 612. Secondary damping mechanism; 62. First shear structure component;

[0036] 7. Front-offset collision buffer unit; 70. Second fixed seat; 701. Primary damper fixing bracket; 702. Secondary damper fixing bracket; 71. Primary damper; 72. Secondary damper; 73. Secondary extension connecting plate; 730. Secondary connecting hole; 74. Guide mechanism;

[0037] 8. Damping tube; 80. Damper base. Detailed Implementation

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0039] In the description of this utility model, it should be stated that if terms such as "upper," "lower," "left," "right," "front," "back," "inner," and "outer" appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0040] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "connection," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in conjunction with the specific circumstances. The limiting terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this utility model are only for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance. Additionally, the restraint system mentioned in the embodiments of this invention refers to safety equipment inside a car used to protect occupants, such as seat belts and airbags; among these, seat belts are the most basic restraint device, preventing occupants from being jolted and thrown from their seats during a car collision.

[0041] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0042] This embodiment relates to a vehicle collision testing device, which can effectively reproduce the attitude changes and waveforms during a vehicle collision; an exemplary structure is as follows: Figure 1 and Figure 7 As shown.

[0043] Overall, the vehicle crash test device includes a base and alternating frontal collision buffer units 6 and frontal offset collision buffer units 7 on the base. The base has a mounting base 52. The frontal collision buffer unit 6 includes multiple first damping mechanisms 61 spaced apart on the mounting base 52. The frontal offset collision buffer unit 7 includes a second damping mechanism located on the left or right half of the mounting base 52. During vehicle crash testing, both the first damping mechanisms 61 and the second damping mechanism can collapse and deform to achieve the test effect of a vehicle crash.

[0044] It should be noted that, based on the overall design concept described above, the technical solution of this utility model can adopt various different specific implementation structures, forms, or configuration sequences. For example, the damping mechanism described above can be configured using existing structural components such as elastic telescopic tubes and dampers; the specific arrangement sequence and device method of the full frontal collision buffer unit 6 and the front offset collision buffer unit 7 on the base can also be flexibly adjusted, based on the test requirements for full frontal collision and front offset collision of the vehicle, the full frontal collision buffer unit 6 and the front offset collision buffer unit 7 can be installed accordingly. As for whether the second damping mechanism is located on the left or right side of the middle of the mounting base plate 52, it can be set according to the test requirements of the front offset collision. When a front offset collision test is required on the left side of the front of the vehicle, the second damping mechanism is located on the left side of the middle of the mounting base plate 52; conversely, when a front offset collision test is required on the right side of the front of the vehicle, the second damping mechanism is located on the right side of the middle of the mounting base plate 52.

[0045] For parts required for the overall implementation of the solution but not covered in the overall setup described above, reasonable and flexible designs can be made by referring to mature design methods in the field and the actual situation during implementation. The specific implementation scheme described below in this embodiment is only one of the many solutions that can be formed by the various combinations and variations described above. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the various solutions that can be formed by the combinations and variations of the above specific forms, as well as the specific implementation scheme of this embodiment, are all within the protection scope of this utility model.

[0046] Specifically, such as Figure 2 and Figure 3 ,as well as Figure 8As shown, the base of this embodiment includes a fixed base plate 50, a mounting base plate 52, and a support frame 51 connecting and supporting the fixed base plate 50 and the mounting base plate 52. The fixed base plate 50 can be directly fixed to a fixed facility such as a wall at the test site. The mounting base plate 52 is located on the side that will be hit by the vehicle and is used to arrange the full frontal collision buffer unit 6 or the frontal offset collision buffer unit 7. The support frame 51 can adopt multiple longitudinal beams and inclined beams to form a triangular reinforcement structure with the mounting base plate 52 and the fixed base plate 50 to ensure that the support frame 51 has sufficient support strength.

[0047] Based on the mounting base plate 52, preferably, multiple mounting holes 520 are arranged at intervals on the mounting base plate 52. The first damping mechanism 61 and the second damping mechanism are both fixed to the mounting base plate 52 through some of the mounting holes 520. The first damping mechanism 61 and the second damping mechanism can be arranged in different mounting holes 520 to adjust their arrangement positions on the mounting base plate 52. That is, when the mounting holes 520 used for fixing are changed to install the full frontal collision buffer unit 6 or the frontal offset collision buffer unit 7, the arrangement positions of the first damping mechanism 61 and the second damping mechanism on the mounting base plate 52 can be changed.

[0048] A large number of mounting holes 520 are arranged at intervals on the mounting base plate 52 as mounting positions for the first damping mechanism 61 or the second damping mechanism. By selecting different mounting holes 520 to install and fix the first damping mechanism 61 or the second damping mechanism, the arrangement position of the first damping mechanism 61 and the second damping mechanism can be changed, making the position adjustment operation of the second damping mechanism and each of the first damping mechanisms 61 simpler and faster. Moreover, by reasonably arranging the arrangement of each of the first damping mechanisms 61, the upper end of the front face of the test vehicle can be subjected to less force and the lower end to greater force during the collision, thereby accurately replicating the rear-end lift action during the collision of a real vehicle. For different vehicle models with different center of gravity heights, the rear-end lift action of different vehicle models can be well realized by appropriately adjusting the arrangement position of each of the first damping mechanisms 61.

[0049] There are, of course, various structural options available for the specific configuration of the full-frontal collision buffer unit 6. In this embodiment, such as... Figure 4 , Figure 5 and Figure 6As shown, each of the first damping mechanisms 61 in the full-frontal collision buffer unit 6 is fixedly mounted on the mounting base 52 via a first fixing seat 60. Specifically, the first fixing seat 60 is provided with a fixing mounting plate 600, which extends towards the oncoming direction of the test vehicle, and the first damping mechanism 61 is mounted on the fixing mounting plate 600. By setting the first fixing seat 60 on the mounting base 52 as the mounting base for the first damping mechanism 61, and using the fixing mounting plate 600 extending in the impact direction of the test vehicle to mount the first damping mechanism 61, a certain safety distance can be maintained between the first damping mechanism 61 and the mounting base 52, preventing the test vehicle from directly colliding with the mounting base 52 at the end of the impact and causing damage to the base.

[0050] In addition, such as Figure 5 and Figure 6 As shown, in this embodiment, the connection position of the mounting plate 600 on the first fixed base 60 is adjustable, thereby allowing adjustment of the distance between the first damping mechanism 61 and the first fixed base 60. The adjustable connection position of the mounting plate 600 on the first fixed base 60 changes the protruding length of the first damping mechanism 61, thus adjusting the safety distance between the first damping mechanism 61 and the mounting base 52. This adapts to the collision requirements of the test vehicle at different speeds, ensuring that the vehicle will not directly impact the mounting base 52 after the first damping mechanism 61 collapses and deforms. There are many ways to fix the mounting plate 600 on the first fixed base 60. In this embodiment, multiple sets of first connecting holes 602 for connecting the first fixed base 60 are arranged at intervals on the mounting plate 600. By selecting different sets of first connecting holes 602 to connect the first fixed base 60, the connection position of the mounting plate 600 on the first fixed base 60 can be changed.

[0051] Of course, the various first damping mechanisms 61 in the full-frontal collision buffer unit 6 can adopt a uniform protrusion length specification, such as... Figure 1 As shown in the figure; different protrusion lengths can also be used to form a multi-stage damping echelon, such as Figure 4 As shown. Specifically, in this embodiment, as Figures 4 to 6 As shown, the multiple first damping mechanisms 61 include a primary damping mechanism 611 arranged in the middle of the mounting base plate 52, and secondary damping mechanisms 612 arranged on both sides of the middle of the mounting base plate 52; wherein, the primary damping mechanism 611 protrudes outward toward the test vehicle side relative to the secondary damping mechanism 612. Each of the first damping mechanisms 61 in the full frontal collision buffer unit 6 is divided into two-stage configurations with different protrusion lengths. The primary damping mechanism 611 first withstands the impact of the vehicle and is crushed to reproduce the primary waveform, and then the secondary damping mechanism 612 withstands the impact of the vehicle and is crushed to reproduce the secondary waveform, thereby better reproducing the acceleration change waveform curve of the vehicle impact.

[0052] There are, of course, several options for setting the specific protruding lengths of the primary damping mechanism 611 and the secondary damping mechanism 612. The connection position of the fixed mounting plate 600 on the first fixed seat 60 can be adjusted, the length of the primary damping mechanism 611 itself can be increased, or... Figure 6 As shown, a first extension connecting plate 601 is added between the fixed mounting plate 600 and the primary damping mechanism 611. Specifically, in this embodiment, the primary damping mechanism 611 is connected to the fixed mounting plate 600 via the first extension connecting plate 601, while each secondary damping mechanism 612 is directly fixed to the end of the fixed mounting plate 600. This makes the primary damping mechanism 611 more prominent than each secondary damping mechanism 612, enabling it to withstand the impact of the vehicle first. Simultaneously, the first extension connecting plate 601 and the fixed mounting plate 600 are connected by a first shear structure 62 that can break under a set impact force.

[0053] The primary damping mechanism 611 is connected to the fixed mounting plate 600 via the first extension connecting plate 601. A first shearing structure 62 is provided between the first extension connecting plate 601 and the fixed mounting plate 600. After the primary damping mechanism 611 is crushed by impact and travels a certain distance, when the impact force reaches the shear force value of the first shearing structure 62, the first shearing structure 62 will be sheared, causing the first extension connecting plate 601 and the fixed mounting plate 600 to disconnect. During this process, the shearing of the first shearing structure 62 will reproduce the secondary waveform. Then the secondary damping mechanism 612 will be crushed by the impact, thus reproducing the tertiary waveform of the maximum peak curve. The synergistic buffering effect of the primary damping mechanism 611, the first shearing structure 62, and the secondary damping mechanism 612 will realize the reproduction of the tertiary waveform of the vehicle during a full frontal collision, which is beneficial to better present the attitude changes and waveform situation during the actual vehicle collision.

[0054] There are also several different structural options available for the specific configuration of the front-biased collision buffer unit 7. In this embodiment, such as... Figures 7 to 10 As shown, the second damping mechanism is fixedly mounted on the mounting base 52 via the second fixing seat 70. The second fixing seat 70 can adopt a circular, regular hexagonal or other structural form and is directly fixed to one side of the middle of the base through the mounting hole 520 so that the front offset collision part of the vehicle's front end collides with the front offset collision buffer unit 7.

[0055] Specifically, the second fixed base 70 of this embodiment is provided with a primary damper fixing frame 701 and a plurality of secondary damper fixing frames 702 arranged around the primary damper fixing frame 701; correspondingly, the second damping mechanism includes a primary damper 71 disposed on the primary damper fixing frame 701 and a plurality of secondary dampers 72 respectively disposed on each secondary damper fixing frame 702; and the primary damper 71 protrudes outward toward the test vehicle side relative to the secondary dampers 72. The second damping mechanism is mounted on the mounting base 52 using a second fixed seat 70, which can better realize the assembly between the frontal offset collision buffer unit 7 and the base. A primary damper fixing frame 701 and multiple secondary damper fixing frames 702 are arranged on the second fixed seat 70. A primary damper 71 with a longer protrusion is set on the primary damper fixing frame 701, and a secondary damper 72 with a shorter protrusion is set on each of the secondary damper fixing frames 702. This can achieve an arrangement effect similar to that of the primary damping mechanism 611 and the secondary damping mechanism 612. The synergistic buffering effect of the primary damper 71 and the secondary damper 72 can well reproduce the primary and secondary waveforms during the frontal offset collision of the vehicle.

[0056] Based on the above configuration, in this embodiment, the primary damper 71 is connected to the primary damper mounting bracket 701 via a second extension connecting plate 73. Preferably, the connection position of the second extension connecting plate 73 on both the primary damper mounting bracket 701 and the primary damper 71 is adjustable, allowing for adjustment of the distance between the primary damper 71 and the second mounting base 70. Various adjustable configurations are possible. In this embodiment, the second extension connecting plate 73 has multiple second connecting holes 730 spaced apart at both ends. By selecting different second connecting holes 730 to fix the second extension connecting plate 73 to the primary damper mounting bracket 701 or the damper base 80 of the primary damper 71, the connection position of the second extension connecting plate 73 can be changed.

[0057] A second extension connecting plate 73 is provided between the primary damper 71 and the primary damper mounting bracket 701. By adjusting the connection position of the second extension connecting plate 73 on the primary damper mounting bracket 701 or on the primary damper 71, the protruding length of the primary damper 71 can be flexibly adjusted, thereby changing the interval time between the primary collision waveform and the secondary collision waveform, thus better replicating the situation of a real vehicle collision.

[0058] Similar to the arrangement of the first shear structure 62 in the full frontal collision buffer unit 6, preferably, the second extension connecting plate 73 and the first-stage damper fixing frame 701 in this embodiment are connected by a second shear structure (not shown in the figure) that can break under a set impact force. At the same time, a guide mechanism 74 is provided between the first-stage damper 71 and the first-stage damper fixing frame 701. The guide mechanism 74 is used to guide the first-stage damper 71 to move towards the first-stage damper fixing frame 701 in the impact direction of the test vehicle.

[0059] Based on the configuration of the second extension connecting plate 73, similar to the function of the first shear structure 62 in the full frontal collision buffer unit 6, the second shear structure connects the second extension connecting plate 73 and the first-stage damper fixing frame 701. After the first-stage damper 71 is crushed by the impact and reaches a certain distance, when the impact force reaches the shear force value of the second shear structure, the second shear structure will be sheared, causing the second extension connecting plate 73 and the first-stage damper fixing frame 701 to disconnect. During this process, the second-stage waveform will be reproduced due to the force cutting of the second shear structure. Then the second-stage damper 72 will be impacted and crushed, thus reproducing the third-stage waveform of the maximum peak curve. In this way, the synergistic buffering effect of the first-stage damper 71, the second shear structure, and the second-stage damper 72 will realize the reproduction of the third-stage waveform of the vehicle during the frontal offset collision, which is conducive to better presenting the attitude changes and waveforms during the actual vehicle collision.

[0060] The guide mechanism 74 effectively guides the primary damper 71 to collapse and move along the direction of the vehicle impact, so as to effectively apply the impact force to the second shear structure. There are, of course, various options for the specific configuration of the second shear structure and the first shear structure 62; in this embodiment, the first shear structure 62 comprises a shear fixing base mounted on the first extension connecting plate 601, a shear failure material mounting gear, shear failure material, and a shear plate. The mounting gear can have holes of different sizes for mounting shear failure materials of different diameters to achieve different shear forces during the collision, thus corresponding to different set impact forces; the second shear structure can be configured similarly to the first shear structure 62.

[0061] Furthermore, in this embodiment, each of the first damping mechanisms 61, the primary damper 71, and the secondary damper 72 preferably adopts a damper form with a damper base 80; specifically, as... Figure 10As shown, the first damping mechanism 61, the primary damper 71, and the secondary damper 72 all include a damper base 80 and multiple damping tubes 8 arranged on the damper base 80. The damper base 80 is used to mount the entire damper. In the frontal offset collision buffer unit 7, the damper base 80 is fixedly mounted on the secondary damper fixing frame 702 or the second extension connecting plate 73. In the full frontal collision buffer unit 6, the damper base 80 is fixedly mounted on the fixed mounting plate 600 or the first extension connecting plate 601. Each damping tube 8 on the damper base 80 extends along the vehicle's impact direction towards the oncoming vehicle direction to withstand the vehicle's impact.

[0062] Based on the above configuration, preferably, the number of damping tubes 8 on the primary damper 71 in this embodiment is greater than the number of damping tubes 8 on the secondary damper 72. Depending on the different arrangements of the position and number of the primary damper 71 and the secondary damper 72, the primary damper 71 uses a larger number of damping tubes 8, which can provide sufficient buffering force in the initial stage of a vehicle collision, so as to better match the first-stage waveform of acceleration during a real vehicle collision.

[0063] This invention relates to a vehicle collision testing device with a wide range of applications. It can reproduce collision acceleration waveforms under different collision test conditions and realize the vehicle's pitch and yaw during a real-vehicle collision, more closely resembling the results of a real-vehicle collision. Therefore, it can be used for constraint system matching during vehicle development. Using this vehicle collision testing device in conjunction with a suitable collision trolley can reduce the number of vehicles needed for collision testing, lower the overall vehicle development cost, and facilitate research in the development and testing of complete vehicles and subsystems.

[0064] In summary, the vehicle collision testing device of this embodiment forms a full-frontal collision buffer unit 6 by arranging multiple first damping mechanisms 61 on the base. When the vehicle undergoes a full-frontal collision test, each first damping mechanism 61 can withstand the impact of the vehicle and slow down its speed, achieving the test effect of vehicle collision. The reasonable damping force and position setting of each first damping mechanism 61 can make the vehicle reproduce the acceleration waveform and tail-swing action of the real vehicle during the collision. The second damping mechanism set at an appropriate position on the mounting plate 52 of the base forms a frontal offset collision buffer unit 7, which can also reproduce the whole vehicle waveform and tail-swing action of the vehicle during the frontal offset collision. Therefore, it is beneficial to reproduce the attitude changes and waveform conditions of the vehicle during the collision well.

[0065] The above description is merely a preferred embodiment of this utility model. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this utility model, and are not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A vehicle collision testing device, characterized in that: It includes a base, and a full frontal collision buffer unit (6) and a frontal offset collision buffer unit (7) alternately arranged on the base; The base is provided with a mounting plate (52), the full frontal collision buffer unit (6) includes a plurality of first damping mechanisms (61) arranged at intervals on the mounting plate (52), and the frontal offset collision buffer unit (7) includes a second damping mechanism arranged on the left half or right half of the mounting plate (52). During vehicle crash testing, both the first damping mechanism (61) and the second damping mechanism are able to collapse and deform.

2. The vehicle collision testing device according to claim 1, characterized in that: The mounting base plate (52) has a plurality of mounting holes (520) arranged at intervals. The first damping mechanism (61) and the second damping mechanism are both fixed to the mounting base plate (52) through the mounting holes (520). The first damping mechanism (61) and the second damping mechanism can both be disposed in different mounting holes (520) to adjust the arrangement position of the first damping mechanism (61) and the second damping mechanism on the mounting base plate (52).

3. The vehicle collision testing device according to claim 1, characterized in that: Each of the first damping mechanisms (61) is fixedly mounted on the mounting base plate (52) by a first fixing seat (60). The first fixing seat (60) is provided with a fixing mounting plate (600), and the first damping mechanism (61) is mounted on the fixing mounting plate (600).

4. The vehicle collision testing device according to claim 3, characterized in that: The connection position of the fixed mounting plate (600) on the first fixed seat (60) is adjustable so that the distance between the first damping mechanism (61) and the first fixed seat (60) can be adjusted.

5. The vehicle collision testing apparatus according to claim 3, characterized in that: The plurality of first damping mechanisms (61) include a primary damping mechanism (611) disposed in the middle of the mounting base plate (52) and a secondary damping mechanism (612) disposed in the left half and right half of the mounting base plate (52) respectively, wherein the primary damping mechanism (611) protrudes outward relative to the secondary damping mechanism (612).

6. The vehicle collision testing apparatus according to claim 5, characterized in that: The primary damping mechanism (611) is connected to the fixed mounting plate (600) via a first extension connecting plate (601), the secondary damping mechanism (612) is directly fixed to the end of the fixed mounting plate (600), and the first extension connecting plate (601) and the fixed mounting plate (600) are connected by a first shear structure (62) that can break under a set impact force.

7. The vehicle collision testing apparatus according to any one of claims 1 to 6, characterized in that: The second damping mechanism is fixedly mounted on the mounting base (52) by the second fixing seat (70). The second fixing seat (70) is provided with a primary damper fixing frame (701) and a plurality of secondary damper fixing frames (702) arranged around the primary damper fixing frame (701). The second damping mechanism includes a primary damper (71) mounted on the primary damper mounting bracket (701) and a plurality of secondary dampers (72) mounted on each of the secondary damper mounting brackets (702); The primary damper (71) protrudes outward relative to the secondary damper (72).

8. The vehicle collision testing apparatus according to claim 7, characterized in that: The primary damper (71) is connected to the primary damper mounting bracket (701) via a second extension connecting plate (73), and the connection position of the second extension connecting plate (73) on the primary damper mounting bracket (701) and / or the primary damper (71) is adjustable so as to adjust the distance between the primary damper (71) and the second mounting base (70).

9. The vehicle collision testing apparatus according to claim 8, characterized in that: The second extension connecting plate (73) and the first-stage damper fixing frame (701) are connected by a second shear structure that can break under a set impact force, and a guide mechanism (74) is provided between the first-stage damper (71) and the first-stage damper fixing frame (701). The guiding mechanism (74) is used to guide the primary damper (71) to move toward the primary damper mounting bracket (701) in the impact direction of the test vehicle.

10. The vehicle collision testing apparatus according to claim 7, characterized in that: The first damping mechanism (61), the first-stage damper (71) and the second-stage damper (72) each include a damper base (80) and multiple damping tubes (8) arranged on the damper base (80), and the number of damping tubes (8) on the first-stage damper (71) is greater than the number of damping tubes (8) on the second-stage damper (72).

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