Obstacle device for automobile collision experiment

Abstract

The utility model discloses an obstacle device for an automobile collision experiment, which comprises a fixed seat, the side surface of the fixed seat is provided with a first obstacle surface, a second obstacle surface and a third obstacle surface, the first obstacle surface is provided with a first obstacle device, the second obstacle surface is provided with a second obstacle device, and the third obstacle surface is provided with a third obstacle device. A first obstacle device is arranged on the first obstacle surface, a third obstacle device is arranged on the third obstacle surface, the first obstacle device comprises an obstacle plate, a connecting block is arranged on the first obstacle surface, a connecting rod is arranged on the connecting block, a first pressure sensor is arranged on the connecting rod, the second obstacle device comprises an obstacle beam, and the obstacle beam is arranged on the second obstacle surface in an up-down lifting mode. The third obstacle device comprises an obstacle block, and the obstacle block is arranged on the third obstacle face in a left-right moving mode. According to the scheme, various test scenes are provided for automobile collision experiments, so that experimenters can select or combine different obstacle devices according to different test requirements, and various collision conditions are flexibly simulated.

Description

Technical Field

[0001] This utility model belongs to the field of automotive collision technology, specifically relating to an obstacle device for automotive collision experiments. Background Technology

[0002] In offset or angled collision tests of vehicles, a rigid offset collision barrier needs to be installed on the frontal collision wall. This offset collision barrier needs to be offset from the center of the vehicle's travel track by a corresponding distance according to the relevant regulations for automotive crash testing. The vehicle then impacts the collision wall to conduct the offset or angled collision test. For example, in a 25% offset frontal collision test, the impact side of the offset collision barrier needs to be offset 25% from the center of the track to conduct the 25% offset collision test. Existing offset or angled collision test barriers include a collision wall, the wall surface of which is fixed with an approximately 50mm thick iron plate.

[0003] Chinese Patent Application No. 105784385 discloses a barrier fixing device for vehicle collision testing, relating to a vehicle collision test. It includes: a collision wall having multiple grooves; a barrier connector selectively held within the multiple grooves and movable along the grooves; a collision barrier for offset or angular collisions, connected to the barrier connector; and a fixing member connected to the multiple barrier connectors and abutting against the sidewall of the collision wall at one end of the grooves to prevent the barrier connectors from moving along the grooves. The fixing member eliminates the degree of freedom of movement of the barrier connectors along the groove direction, preventing them from moving along the groove direction.

[0004] The above-mentioned scheme has the advantage of facilitating vehicle collisions. However, the current technology only uses a single collision wall as the impact barrier. Since the impact barrier at a real accident scene is not a complete plane, the current technology still cannot simulate multiple impact surfaces when simulating an impact, resulting in inaccurate experimental results. Utility Model Content

[0005] To address the aforementioned problems, this utility model provides an obstacle device for automobile collision testing, comprising a fixed base. The fixed base has a first obstacle surface, a second obstacle surface, and a third obstacle surface on its side. A first obstacle device is provided on the first obstacle surface, a second obstacle device on the second obstacle surface, and a third obstacle device on the third obstacle surface. The first obstacle device includes an obstacle plate, a connecting block on the first obstacle surface, a connecting rod on the connecting block, and a first pressure sensor on the connecting rod. The connecting rod is connected to the obstacle plate. The second obstacle device includes an obstacle beam that is vertically movable on the second obstacle surface. The third obstacle device includes an obstacle block that is horizontally movable on the third obstacle surface.

[0006] Preferably, a plurality of longitudinal slide rails are fixedly arranged longitudinally on the second obstacle surface, and a support frame is slidably arranged on the longitudinal slide rails. Support seats are provided on both sides of the top of the second obstacle surface, and threaded rods are threadedly connected to the support seats. The bottom of the threaded rods is rotatably connected to the support frame. An obstacle beam is connected to the front end of the support frame, and a second pressure sensor is connected between the obstacle beam and the support seat.

[0007] Preferably, a plurality of transverse slide rails are fixedly arranged on the third obstacle surface, and a sliding frame is slidably arranged on the transverse slide rails. Support plates are provided on both sides of the third obstacle surface, and a lead screw is rotatably arranged between the two support plates. The lead screw is threadedly connected to the sliding frame. The obstacle block is located at the front end of the sliding frame, and a third pressure sensor is provided between the obstacle block and the sliding frame.

[0008] Preferably, a buffer pad is also provided on the first obstacle surface, and the buffer pad is located between the first obstacle surface and the obstacle plate.

[0009] Preferably, the barrier plate is provided with scale markings.

[0010] The advantages of this utility model are:

[0011] 1. By designing a fixed base comprising a first obstacle surface, a second obstacle surface, and a third obstacle surface, and first obstacle devices, second obstacle devices, and third obstacle devices respectively installed on different obstacle surfaces, this scheme can simulate a variety of different impact scenarios. This design more closely resembles the complexity of real accident scenes, making the experimental results more accurate and comprehensive.

[0012] 2. This design allows for convenient adjustment of the barrier beam height through the threaded connection between the threaded rod and the support base, as well as the rotatable connection between the threaded rod and the support frame. This design enables researchers to quickly and accurately adjust the collision height according to different collision test requirements, thereby simulating collision scenarios at different heights.

[0013] 3. This scheme can easily simulate collision scenarios at different angles by using the left and right movement function of the obstacle blocks, providing strong experimental support for the study of angle collisions. Attached Figure Description

[0014] Figure 1 This is a front view of the present invention.

[0015] Figure 2 This is a side view of the present invention.

[0016] Figure 3 This is a top view of the structure of this utility model.

[0017] In the diagram: 1. Fixed base, 2. First obstacle surface, 3. Second obstacle surface, 4. Third obstacle surface, 5. Obstacle plate, 6. Connecting block, 7. Connecting rod, 8. First pressure sensor, 9. Obstacle beam, 10. Obstacle block, 11. Longitudinal slide rail, 12. Support frame, 13. Support base, 14. Threaded rod, 15. Second pressure sensor, 16. Transverse slide rail, 17. Sliding frame, 18. Support plate, 19. Lead screw, 20. Third pressure sensor, 21. Buffer pad, 22. Scale mark. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0019] In the description of this utility model, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "both ends", "one end", "the other end", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0020] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," and "connected," etc., should be interpreted broadly. For example, "connected" 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; it can be a connection within two components. Simultaneously, when an component is referred to as "fixed to" or "equipped on" another component, it can be directly on the other component or may have an intervening component present. When an component is referred to as "connected to" another component, it can be directly connected to the other component or may have an intervening component present. When an component is referred to as "fixedly connected to" another component, it can be a common fixed connection method such as welding, bolting, or gluing. In short, those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0021] Example 1, such as Figure 1-3 As shown, an obstacle device for a car crash test includes a fixed base 1. The fixed base 1 has a first obstacle surface 2, a second obstacle surface 3, and a third obstacle surface 4 on its side. A first obstacle device is provided on the first obstacle surface 2, a second obstacle device is provided on the second obstacle surface 3, and a third obstacle device is provided on the third obstacle surface 4. The first obstacle device includes an obstacle plate 5. A connecting block 6 is provided on the first obstacle surface 2. A connecting rod 7 is provided on the connecting block 6. A first pressure sensor 8 is provided on the connecting rod 7. The connecting rod 7 is connected to the obstacle plate 5. The second obstacle device includes an obstacle beam 9. The obstacle beam 9 is vertically movable on the second obstacle surface 3. The third obstacle device includes an obstacle block 10. The obstacle block 10 is horizontally movable on the third obstacle surface 4.

[0022] After the mounting bracket 1 is fixed in place, during the car crash test, the obstacle plate 5 is first impacted to test the car's collision performance under normal conditions. The first pressure sensor 8 on the connecting rod 7 is a column-type pressure sensor, located in the middle of the connecting rod 7, used to sense the pressure transmitted from the obstacle plate 5.

[0023] Combination Figure 1 A number of longitudinal slide rails 11 are fixedly arranged on the second obstacle surface 3. A support frame 12 is slidably arranged on the longitudinal slide rails 11. Support seats 13 are provided on both sides of the top of the second obstacle surface 3. Threaded rods 14 are threadedly connected to the support seats 13. The bottom of the threaded rods 14 is rotatably connected to the support frame 12. The lower surface of the threaded rods 14 is smooth and passes through the bottom of the threaded rods 14 and passes through or enters the connecting plates on both sides of the support frame 12. The bottom of the threaded rods 14 is connected to a circular plate or other structure for limiting. When the threaded rods 14 rotate upward and are lifted, they can drive the support frame 12 to be lifted.

[0024] A barrier beam 9 is connected to the front end of the support frame 12, and a second pressure sensor 15 is connected between the barrier beam 9 and the support base 13. By raising and lowering the support base 13 and the barrier beam 9, the height of the barrier beam 9 can be changed, thereby changing the collision height. The second pressure sensor 15 is a strain gauge type weighing pressure sensor. The height of the barrier beam 9 can be easily adjusted through the threaded connection between the threaded rod 14 and the support base 13, and the rotatable connection between the threaded rod 14 and the support frame 12. This design allows experimenters to quickly adjust the height of the barrier beam 9 according to different collision test requirements, thereby simulating collision scenarios at different heights.

[0025] Combination Figure 2 A number of transverse slide rails 16 are fixed laterally on the third obstacle surface 4. A sliding frame 17 is slidably mounted on the transverse slide rails 16. Support plates 18 are provided on both sides of the third obstacle surface 4. A lead screw 19 is rotatably mounted between the two support plates 18. The lead screw 19 is threadedly connected to the sliding frame 17. An obstacle block 10 is located at the front end of the sliding frame 17. A third pressure sensor 20 is provided between the obstacle block 10 and the sliding frame 17. The rotation of the lead screw 19 can drive the sliding frame 17 to move laterally, thereby changing the left and right position of the obstacle block 10, and thus changing the left and right orientation of the collision. The third pressure sensor 20 is also a strain gauge type weighing pressure sensor. By rotating the lead screw 19 to drive the lateral movement of the sliding frame 17 and the front obstacle block 10, the left and right position of the obstacle block 10 can be precisely adjusted, thereby simulating collisions in different orientations. This precision is of great significance for studying the mechanical response, structural deformation, and occupant protection of vehicles during collisions. By simulating collisions in different orientations, more performance data about vehicles under different collision conditions can be collected. This data helps researchers more comprehensively evaluate vehicle crash safety, thereby improving the reliability and accuracy of experimental results. The left-right movement function of obstacle block 10 allows researchers to conduct crash tests from different angles on the same experimental platform, facilitating comparative analysis of experimental results under different crash conditions. This comparative analysis helps reveal the performance differences and patterns of vehicles under different crash conditions. Finally, the left-right movement function of obstacle block 10 allows researchers to quickly adjust the crash scenario according to actual needs without replacing or rearranging experimental equipment. This flexibility not only improves experimental efficiency but also reduces experimental costs.

[0026] Combination Figure 3A buffer pad 21 is also provided on the first obstacle surface 2, located between the first obstacle surface 2 and the obstacle plate 5. The obstacle plate 5 has scale markings 22. The buffer pad 21 can effectively absorb the impact force during the collision, protecting the first obstacle surface 2 and the obstacle plate 5 and preventing damage caused by direct collision. The scale markings 22 on the obstacle plate 5 not only help with positioning during the experiment but also serve as part of the data recording. Experimenters can record the location of the collision point and combine it with other experimental data to conduct more in-depth data analysis and research.

[0027] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An obstacle device for automobile collision testing, characterized in that: The device includes a fixed base (1), on which a first obstacle surface (2), a second obstacle surface (3), and a third obstacle surface (4) are provided. A first obstacle device is provided on the first obstacle surface (2), a second obstacle device is provided on the second obstacle surface (3), and a third obstacle device is provided on the third obstacle surface (4). The first obstacle device includes an obstacle plate (5), a connecting block (6) is provided on the first obstacle surface (2), a connecting rod (7) is provided on the connecting block (6), a first pressure sensor (8) is provided on the connecting rod (7), and the connecting rod (7) is connected to the obstacle plate (5). The second obstacle device includes an obstacle beam (9), which is raised and lowered on the second obstacle surface (3). The third obstacle device includes an obstacle block (10), which is moved left and right on the third obstacle surface (4).

2. The obstacle device for automobile collision testing according to claim 1, characterized in that: A plurality of longitudinal slide rails (11) are fixedly provided on the second obstacle surface (3). A support frame (12) is slidably provided on the longitudinal slide rails (11). Support seats (13) are provided on both sides of the top of the second obstacle surface (3). A threaded rod (14) is threadedly connected to the support seat (13). The bottom of the threaded rod (14) is rotatably connected to the support frame (12). An obstacle beam (9) is connected to the front end of the support frame (12). A second pressure sensor (15) is connected between the obstacle beam (9) and the support seat (13).

3. The obstacle device for automobile collision testing according to claim 2, characterized in that: A number of transverse slide rails (16) are fixedly arranged on the third obstacle surface (4). A sliding frame (17) is slidably arranged on the transverse slide rails (16). Support plates (18) are provided on both sides of the third obstacle surface (4). A lead screw (19) is rotatably arranged between the support plates (18) on both sides. The lead screw (19) is threadedly connected to the sliding frame (17). The obstacle block (10) is located at the front end of the sliding frame (17). A third pressure sensor (20) is provided between the obstacle block (10) and the sliding frame (17).

4. The obstacle device for automobile collision testing according to claim 3, characterized in that: The first obstacle surface (2) is also provided with a buffer pad (21), which is located between the first obstacle surface (2) and the obstacle plate (5).

5. The obstacle device for automobile collision testing according to claim 4, characterized in that: The barrier plate (5) is provided with scale markings (22).

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