Collision test assembly and rear-end collision test device for passenger car

Abstract

The application provides a collision test assembly and a passenger car rear-end collision test device, and belongs to the technical field of automobile collision test equipment. Through cooperation with the first adjusting hole, the height of the barrier head simulation support can be adjusted in the up-down direction, and the position of the barrier head simulation support can be adjusted in the front-back direction, accurate simulation of the positions of barrier heads of different vehicle models is realized, the accuracy of the collision test is ensured, and the flexibility of use is improved. By integrating the collision test function and the identification test function, the collision test and the identification test can be performed on the same test station, the operation convenience is greatly improved, and the number of test devices is also reduced, thereby reducing the test cost. By setting the first adjusting hole in a rectangular array distribution mode, accurate adjustment of the barrier head simulation support can be realized, and multiple connection points are formed between the barrier head simulation support and the adjusting support, thereby ensuring the reliability of the barrier head simulation support assembly.

Description

Technical Field

[0001] This application belongs to the field of automotive crash test equipment technology, and more specifically, relates to a crash test assembly and a passenger car rear-end collision test device. Background Technology

[0002] The reason why cars need to undergo collision simulation tests with truck rear bumpers (often called "rear underrun protection" or "underrun protection") is to maximize the protection of the lives of the occupants of the car in the event of a rear-end collision with a truck.

[0003] The existing testing process mainly includes two steps: first, simulating the structure of a truck's rear bumper to simulate the damage a certain type of truck would cause to a vehicle after a collision; second, using an inflatable device to simulate some components of a truck to test the accuracy of the vehicle's truck recognition. Typically, crash tests and truck recognition tests need to be conducted on different testing equipment, making the testing procedures cumbersome. Furthermore, crash test equipment lacks flexibility, requiring different crash test models for different vehicle models, and the simulation of trucks is often inaccurate. Utility Model Content

[0004] The purpose of this application is to provide a crash test assembly and a passenger car rear-end collision test device, which aims to solve the problems of poor flexibility in the use of existing passenger car crash simulation test devices and low accuracy in simulating trucks.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a crash test assembly, including: The basic support frame is used to connect to the fixed base and can support the cargo box; A wheel and axle simulation bracket is connected to the lower side of the basic support bracket and can be used to install wheels; A rear-end simulation bracket is connected to the rear end of the basic support bracket and is used to simulate the rear end of a truck. An adjustment bracket is located on the lower side of the rear simulated bracket, and the adjustment bracket is provided with a plurality of first adjustment holes; The barrier head simulation bracket can be selectively connected to at least one of the first adjustment holes to adjust the position of the barrier head simulation bracket in the front-back or up-down direction.

[0006] Existing rear-end collision testing equipment mainly consists of a collision simulation device and a recognition simulation device. The collision simulation device primarily simulates the rear frame and barrier head (i.e., rear bumper) of a truck to achieve reliable collision simulation. For the truck's rear structure, the height and fore-aft position of the barrier head are related to the truck model's height and are key factors affecting the collision test. Therefore, it is generally necessary to design rear simulation architectures with barrier heads of different heights for different truck models, resulting in poor flexibility in the use of the collision testing equipment and directly impacting testing costs. The recognition simulation device uses an inflatable device to simulate some components of the truck. The outer contour of the inflatable device differs from the actual rear structure of a truck, making it difficult to further improve the simulation effect. Moreover, since the collision simulation device and the recognition simulation device are two independent devices, collision tests and recognition tests often need to be conducted at different testing stations, affecting testing efficiency and hindering further cost reduction.

[0007] To address the aforementioned issues, the solution presented in this application, compared to existing technologies, includes a basic support frame capable of supporting the cargo box. A simulated cargo box model or a real cargo box can be mounted on top of this support frame, depending on the actual vehicle model. The basic support frame maintains its positional stability through its connection to a fixed base, preventing displacement during collisions. A wheel axle simulation bracket is used to simulate the rear-wheel drive axle, and simulated wheel models or real wheels can be mounted at both ends. A rear-end simulation bracket simulates the rear structure of the truck frame, while a barrier head simulation bracket simulates the barrier head beneath the frame. Furthermore, by cooperating with a first adjustment hole, the height of the barrier head simulation bracket can be adjusted vertically, and its position can be adjusted longitudinally, enabling accurate simulation of barrier head positions for different vehicle models. This ensures the accuracy of collision tests and enhances the flexibility of use, eliminating the need for separate bracket structures for different vehicle models and reducing operating costs.

[0008] Furthermore, the crash test assembly of this application achieves the effect of setting simulated or real cargo boxes and wheels according to different vehicle models. Combined with the adjustment of the position of the barrier head simulation bracket, it ensures that the structural distribution and contour height of the rear of the crash test assembly are close to the appearance of a real truck, thereby meeting the requirements for recognizing and simulating information about the rear of the truck and ensuring the accuracy of the recognition test. At the same time, the crash test assembly of this application also achieves the goal of integrating crash test and recognition test functions. Crash tests and recognition tests can be performed at the same test station, greatly improving the convenience of operation and reducing the number of test devices, thereby reducing test costs.

[0009] Overall, the crash test assembly of this application meets the requirements of test accuracy and usage flexibility, integrates the two test functions, and effectively reduces test costs while ensuring test accuracy.

[0010] In conjunction with the first aspect, in one possible implementation, the adjustment bracket is provided with a plurality of first adjustment holes arranged in a rectangular array, and the barrier head simulation bracket is provided with a plurality of first connection holes arranged in a rectangular array, wherein the first connection holes can selectively connect to the first adjustment holes.

[0011] In the above technical solution, the first adjustment holes are distributed in a relatively regular manner in both the front-back and up-down directions, which can realize the accurate adjustment of the barrier head simulation support; at the same time, multiple connection points are formed between the barrier head simulation support and the adjustment support to ensure the reliability of the barrier head simulation support assembly and avoid rotational displacement of the barrier head simulation support after assembly.

[0012] In conjunction with the first aspect, in one possible implementation, the barrier head simulation support includes: The barrier head connector gradually tilts downwards from front to back, and the upper end of the barrier head connector is connected to the first adjustment hole. A barrier head connector has multiple sets of second adjustment holes distributed in a front-rear direction, and the lower end of the barrier head connector is connected to at least one set of the second adjustment holes to adjust the position of the barrier head connector in the front-rear direction. The barrier head body is fixedly connected to the front end of the barrier head connecting frame.

[0013] In the above technical solution, the barrier head connecting frame and the barrier head connecting frame work together to form a connecting frame that closely resembles the actual barrier head connection structure, making the simulation effect of the barrier head simulation support more realistic, thereby improving the accuracy of collision tests and recognition tests. Simultaneously, the barrier head connecting frame can work with the adjustable support to increase the adjustable travel range of the barrier head body in the front-to-back direction, further enhancing its flexibility of use.

[0014] In conjunction with the first aspect, in one possible implementation, the basic support bracket includes: Front mounting plate, used for connection to the fixed base; The longitudinal support frame is connected to the front mounting plate at its front end, and the wheel axle simulation bracket is detachably connected to the longitudinal support frame; A rear mounting plate is connected to the rear end of the longitudinal support frame, and the rear simulated bracket is connected to the rear mounting plate; Cross-bracing beams are used to support and connect within the longitudinal support frame; The bottom diagonal brace is connected between the bottom of the longitudinal support frame and the front mounting plate.

[0015] In the above technical solution, the method of setting cross-bracing beams in the longitudinal support frame forms a cross-distributed force transmission path in the longitudinal support frame. This not only transmits the collision force forward, but also transmits the collision force to the opposite side, improving the spatial force transmission capacity and effectively enhancing the ability of the foundation support to resist the collision force, thereby ensuring the structural stability of the longitudinal support frame. At the same time, by setting bottom bracing beams to support the longitudinal support frame, the longitudinal support frame is prevented from sagging, ultimately preventing the foundation support from deforming during the collision.

[0016] In some embodiments, the longitudinal support frame includes: Multiple sets of longitudinal support beams are distributed at intervals along the left and right directions, and reinforcing ribs are also supported and connected between the outer side of the longitudinal support beams and the front mounting plate. Wherein, the front end of the longitudinal support beam is connected to the front mounting plate, the cross bracing beam is supported and connected between two adjacent sets of longitudinal support beams, and the front end of the cross bracing beam is connected to the front mounting plate, and the bottom bracing beam is supported and connected between the longitudinal support beam and the front mounting plate; A transverse support beam is connected to the rear end of multiple sets of longitudinal support beams and cooperates with the longitudinal support beams to form a frame structure. The rear end mounting plate is connected to the rear side of the transverse support beam.

[0017] The above technical solution simplifies the structure of the longitudinal support frame. Combined with the addition of reinforcing ribs, it prevents deformation and cracking in the connection area between the longitudinal support beam and the front mounting plate, thus achieving weight reduction while ensuring structural strength.

[0018] In conjunction with the first aspect, in one possible implementation, the back-end simulation support includes: The rear mounting bracket is detachably connected to the front end of the basic support bracket, and the adjusting bracket is connected to the lower side of the rear mounting bracket; A rear-end simulation frame is connected to the rear end of the rear-end mounting frame; A license plate mounting bracket is connected to the rear side of the adjusting bracket; The spare tire mounting bracket is detachably connected to the lower side of the adjusting bracket.

[0019] In the above technical solution, the rear-end simulation bracket more closely resembles the actual appearance of the truck's rear, providing more data on the truck's rear appearance for identification tests, thus improving the accuracy of the tests. Furthermore, the detachable connection between the rear-end mounting bracket and the base support bracket allows for timely replacement of the rear-end simulation bracket if damaged, while less easily damaged parts can be reused, reducing operating costs.

[0020] In conjunction with the first aspect, in one possible implementation, the crash test assembly further includes a headlight simulation bracket that can be selectively connected to at least one of the first adjustment holes to adjust the position of the headlight simulation bracket in the longitudinal and vertical directions.

[0021] The above technical solution adds a structure to simulate vehicle lights and uses the first connecting hole to adjust the position of the vehicle light simulation bracket according to different vehicle models, thereby providing a more realistic simulation scenario and enhancing the accuracy of the recognition test.

[0022] In conjunction with the first aspect, in one possible implementation, the collision test assembly further includes a mudguard simulation bracket, which is a plate-shaped bracket and can be detachably connected to the bottom of the cargo box.

[0023] The above technical solution further improves the simulation level of the collision test assembly. Moreover, since the mudguard simulation bracket is a non-major load-bearing component, setting it as a plate not only satisfies the simulation of the rear appearance of the mudguard, but also simplifies the structure of the mudguard simulation bracket, thereby reducing the cost of use.

[0024] In conjunction with the first aspect, in one possible implementation, the wheel axle simulation bracket includes: The axle body has a wheel connector at one end that can connect to a wheel, and a limiting part is provided on the outer circumferential surface of the axle body; The shaft connecting frame is connected to the base support bracket at the top and has a connecting clamp at the bottom. The connecting clamp is fitted in the area where the limiting part is located, and the limiting part can restrict the displacement of the shaft connecting frame in the axial direction of the wheel axle body.

[0025] In the above technical solution, the axle body is used to simulate the rear wheel drive axle, and the wheel connectors at both ends can connect with the wheels to achieve a realistic simulation of the truck's rear wheels and drive axle; in addition to connecting with the base support bracket, the axle connecting bracket also achieves axial positioning with the axle body through the limiting part, so that the axle body and the base support bracket can be aligned to ensure the accuracy of assembly.

[0026] Secondly, this application also provides a passenger vehicle rear-end collision test device, including a cargo box, wheels, and the aforementioned collision test assembly. The basic support bracket in the collision test assembly is supported under the cargo box, and the wheels are installed at the ends of the wheel axle simulation bracket in the collision test assembly.

[0027] Compared with the prior art, the solution shown in this application, by adopting the above-mentioned collision test assembly, achieves flexible simulation of different truck models, meets the needs of collision test and identification test, effectively shortens the test cycle, and reduces test costs. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 Three-dimensional view of the crash test assembly provided in the embodiments of this application Figure 1 ; Figure 2 Three-dimensional view of the crash test assembly provided in the embodiments of this application Figure 2 ; Figure 3 A top view of the crash test assembly provided in an embodiment of this application; Figure 4 This is an assembly perspective view of the basic support bracket and the wheel axle simulation bracket used in the embodiments of this application; Figure 5 This is a perspective view of the basic support bracket used in the embodiments of this application; Figure 6 This is a perspective view of the wheel and axle simulation bracket used in the embodiments of this application; Figure 7 This is an assembly perspective view of the rear-end simulation support, adjustment support, and barrier head simulation support used in the embodiments of this application; Figure 8 This is a perspective view of the barrier head simulation support used in the embodiments of this application.

[0030] In the diagram: 100, Basic support bracket; 110, Front mounting plate; 120, Longitudinal support frame; 121, Longitudinal support beam; 1211, Wing plate; 1212, Web plate; 1213, Reinforcing plate; 1214, Longitudinal beam connection hole; 122, Transverse support beam; 130, Rear mounting plate; 140, Cross diagonal brace beam; 150, Bottom diagonal brace beam; 151, First diagonal brace connecting plate; 152, Second diagonal brace connecting plate; 160, Reinforcing rib plate; 200, Wheel axle simulation bracket; 210, Wheel axle body; 220, Axle connecting frame; 221, Connecting clamp; 222, T-shaped support frame; 223, Reinforcing pad; 230, Wheel connector; 24 0. Limiting part; 300. Rear end simulation bracket; 310. Rear end mounting bracket; 311. Rear end connecting plate; 312. Rear end support beam; 313. Rear end diagonal brace beam; 320. Rear end simulation frame; 330. License plate mounting bracket; 340. Spare tire mounting bracket; 400. Adjustment bracket; 401. First adjustment hole; 500. Bumper head simulation bracket; 501. First connecting hole; 502. Second adjustment hole; 503. Second connecting hole; 510. Bumper head connecting bracket; 520. Bumper head connecting bracket; 530. Bumper head main body; 600. Headlight simulation bracket; 700. Mudguard simulation bracket; 710. Mudguard main body; 720. Plate connecting flange. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0032] It should be noted that when a component is referred to as being "set on" another component, it can be directly on the other component or indirectly on that other component.

[0033] It should be noted that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application 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 application.

[0034] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0035] Existing rear-end collision testing equipment mainly consists of a collision simulation device and a recognition simulation device. The collision simulation device primarily simulates the rear frame and barrier head (i.e., rear bumper) of a truck to achieve reliable collision simulation. For the truck's rear structure, the height and fore-aft position of the barrier head are related to the truck model's height and are key factors affecting the collision test. Therefore, it is generally necessary to design rear simulation architectures with barrier heads of different heights for different truck models, resulting in poor flexibility in the use of the collision testing equipment and directly impacting testing costs. The recognition simulation device uses an inflatable device to simulate some components of the truck. The outer contour of the inflatable device differs from the actual rear structure of a truck, making it difficult to further improve the simulation effect. Moreover, since the collision simulation device and the recognition simulation device are two independent devices, collision tests and recognition tests often need to be conducted at different testing stations, affecting testing efficiency and hindering further cost reduction.

[0036] To resolve the above issues, please refer to the following: Figures 1 to 8 The collision test assembly provided in this application will now be described. The collision test assembly includes a base support bracket 100, a wheel axle simulation bracket 200, a rear-end simulation bracket 300, an adjustment bracket 400, and a barrier head simulation bracket 500. The base support bracket 100 is used to connect to a fixed base and can support a cargo box. The wheel axle simulation bracket 200 is connected to the lower side of the base support bracket 100 and can mount wheels. The rear-end simulation bracket 300 is connected to the rear end of the base support bracket 100 and is used to simulate the rear end of a truck. The adjustment bracket 400 is located below the rear-end simulation bracket 300 and has multiple first adjustment holes 401. The barrier head simulation bracket 500 can selectively connect to at least one first adjustment hole 401 to adjust the position of the barrier head simulation bracket 500 in the front-rear or vertical direction.

[0037] In this embodiment, the adjustment bracket 400 has an adjustment surface arranged parallel to the front-back direction, and a plurality of first adjustment holes 401 are provided on the adjustment surface. The first adjustment holes 401 can be distributed along a preset array (e.g., rectangular array, ring array, etc.) to satisfy the position adjustment of the barrier head simulation bracket 500 in the front-back direction and the up-down direction.

[0038] The adjustment surface is preferably a plane to facilitate a close fit with the barrier head simulation support 500. Examples of the spatial distribution of the adjustment surface are as follows: the adjustment surface is parallel to the front-back direction and forms an angle with the vertical direction, preferably 5°~20°; or, the adjustment surface is parallel to the vertical direction and forms an angle with the front-back direction, preferably 5°~20°; or, the adjustment surface is parallel to both the vertical and front-back directions, such as... Figure 7 As shown.

[0039] In this embodiment, the fixed base can be a wall or the ground, as long as it can provide support for the basic support bracket 100 and prevent displacement of the basic support bracket 100. Taking the ground as an example, the basic support bracket 100 is placed on the ground and connected to the ground by an inclined connecting bracket.

[0040] Compared with existing technologies, the collision test assembly provided in this application features a base support frame capable of supporting the cargo box. A simulated cargo box model or a real cargo box can be installed on top of the base support frame, depending on the actual vehicle model. The base support frame also maintains its positional stability through its connection with a fixed base, preventing displacement during a collision. A wheel axle simulation bracket 200 is provided to simulate the rear-wheel drive axle, and simulated wheel models or real wheels can be installed at both ends. A rear-end simulation bracket 300 simulates the rear-end structure of the truck frame, while a barrier head simulation bracket 500 simulates the barrier head under the frame to prevent passenger cars from penetrating the truck's undercarriage. Furthermore, through cooperation with the first adjustment hole 401, the height of the barrier head simulation bracket 500 can be adjusted vertically, and its position can be adjusted longitudinally, achieving accurate simulation of the barrier head position for different vehicle models. This ensures the accuracy of the collision test and improves the flexibility of use, eliminating the need for separate bracket structures for different vehicle models and reducing operating costs.

[0041] Furthermore, the crash test assembly of this application achieves the effect of setting simulated or real cargo boxes and wheels according to different vehicle models. Combined with the adjustment of the position of the barrier head simulation bracket 500, it ensures that the structural distribution and contour height of the rear of the crash test assembly are close to the appearance of a real truck, thereby meeting the requirements for recognizing and simulating information about the rear of the truck and ensuring the accuracy of the recognition test. At the same time, the crash test assembly of this application also achieves the goal of integrating crash test and recognition test functions. The crash test and recognition test can be performed at the same test station, which greatly improves the convenience of operation and also helps to reduce the number of test devices, thereby reducing test costs.

[0042] Overall, the crash test assembly of this application meets the requirements of test accuracy and usage flexibility, integrates the two test functions, and effectively reduces test costs while ensuring test accuracy.

[0043] In some specific distributions of the first adjusting holes 401, see [reference needed]. Figure 1 , Figure 2 and Figure 7The adjustment bracket 400 has a plurality of first adjustment holes 401 arranged in a rectangular array, and the barrier head simulation bracket 500 has a plurality of first connection holes 501 arranged in a rectangular array. The first connection holes 501 can selectively connect to the first adjustment holes 401. The number of first connection holes 501 is less than the number of first adjustment holes 401.

[0044] This embodiment employs a rectangular array distribution, with the first adjustment holes 401 arranged in a relatively regular pattern in both the front-to-back and vertical directions. This allows for accurate adjustment of the barrier head simulation bracket 500 in both the front-to-back and vertical directions, enabling precise adjustment of the barrier head simulation bracket 500's position according to different vehicle models. Furthermore, the presence of multiple first connection holes 501 creates multiple connection points between the barrier head simulation bracket 500 and the adjustment bracket 400, ensuring the reliability of the barrier head simulation bracket 500's assembly and preventing rotational displacement after assembly.

[0045] In specific implementation, there are four first connecting holes 501 arranged in a rectangular array of two rows and two columns, and forty first adjusting holes 401 arranged in a rectangular array of four rows and ten columns. During installation, the position of the barrier head simulation bracket 500 is adjusted, and the four first connecting holes 501 are aligned with four of the first adjusting holes 401. Threaded fasteners are then used for connection. Other embodiments are not listed here.

[0046] In some other specific distributions of the first adjustment holes 401, the adjustment bracket 400 is provided with a plurality of first adjustment holes 401 arranged in a ring array, and the barrier head simulation bracket 500 is provided with a first connection hole 501. Both the first adjustment hole 401 and the first connection hole 501 are polygonal holes. The barrier head simulation bracket 500 and the adjustment bracket 400 are locked together by polygonal pins, which can also prevent the barrier head simulation bracket 500 from rotating or shifting.

[0047] It should be understood that the distribution of the first adjustment hole 401 and the first connection hole 501 is not limited to the above example. As long as it can meet the position adjustment and assembly requirements of the barrier head simulation bracket 500, other embodiments will not be listed here.

[0048] In some embodiments, see Figures 1 to 3 , Figure 7 and Figure 8The barrier head simulation support 500 includes a barrier head connecting frame 510, a barrier head connecting frame 520, and a barrier head body 530. The barrier head connecting frame 510 gradually tilts downwards from front to back, and its upper end is connected to a first adjustment hole 401. The barrier head connecting frame 520 has multiple sets of second adjustment holes 502 distributed along the front-rear direction, and its lower end is connected to at least one set of second adjustment holes 502 to adjust the position of the barrier head connecting frame 520 in the front-rear direction. The barrier head body 530 is fixedly connected to the front end of the barrier head connecting frame 520. The barrier head body 530 is the barrier head to be simulated. The barrier head connecting frame 510 and the barrier head connecting frame 520 cooperate to form a connecting frame similar to the actual barrier head connection structure, making the simulation effect of the barrier head simulation support 500 more realistic, thereby improving the accuracy of collision tests and recognition tests. Meanwhile, the barrier head connector 520 can cooperate with the adjustment bracket 400 to increase the adjustable travel range of the barrier head body 530 in the front and rear directions, further enhancing its flexibility of use.

[0049] Optionally, each set of second adjustment holes 502 includes at least two second adjustment holes 502 distributed in the vertical direction. Correspondingly, the lower end of the barrier head connecting frame 510 is provided with a plurality of second connecting holes 503 distributed in a rectangular array. The second adjustment holes 502 form a relatively regular distribution in the front-back direction, which can realize accurate adjustment of the barrier head simulation support 500 in the front-back direction. In addition, since there are multiple second connecting holes 503, multiple connection points are formed between the barrier head connecting frame 510 and the barrier head connecting frame 520, ensuring the reliability of the assembly and the stability of the position of the barrier head connecting frame 520.

[0050] In specific implementation, there are four second connecting holes 503 arranged in a rectangular array of two rows and two columns, and fourteen second adjusting holes 502 arranged in a rectangular array of two rows and seven columns. One column of second adjusting holes 502 constitutes one group. During installation, adjust the position of the barrier head connector 520 and align the four second connecting holes 503 with two adjacent groups of second adjusting holes 502 (i.e., the four second adjusting holes 502), and connect them using threaded fasteners. Other embodiments are not listed here.

[0051] In some embodiments, see Figures 1 to 5, the basic support bracket 100 comprises a front end mounting plate 110, a longitudinal support frame 120, a rear end mounting plate 130, a crossed diagonal bracing beam 140 and a bottom diagonal bracing beam 150; the front end mounting plate 110 is configured to be connected with a fixed base; the front end of the longitudinal support frame 120 is connected with the front end mounting plate 110, and the axle simulation bracket 200 is detachably connected with the longitudinal support frame 120; the rear end mounting plate 130 is connected to the rear end of the longitudinal support frame 120, and the rear end simulation bracket 300 is connected with the rear end mounting plate 130; the crossed diagonal bracing beam 140 is supported and connected within the longitudinal support frame 120; the bottom diagonal bracing beam 150 is supported and connected between the bottom of the longitudinal support frame 120 and the front end mounting plate 110.

[0052] The basic support bracket 100 is configured to carry a cargo compartment and resist rear collision force, so it requires high structural strength to ensure its own structural stability during collision. To achieve this objective, the solution of providing the crossed diagonal bracing beam 140 in the longitudinal support frame 120 is adopted, forming cross-distributed force transmission paths in the longitudinal support frame 120. The paths can not only transmit collision force forward, but also transmit collision force to the opposite side, improving the spatial force transmission capacity, effectively enhancing the capability of the basic support bracket 100 to resist collision force, and thus ensuring the structural stability of the longitudinal support frame 120. Meanwhile, the bottom diagonal bracing beam 150 is provided to support the longitudinal support frame 120, preventing the longitudinal support frame 120 from sagging, and ultimately avoiding deformation of the basic support bracket 100 during collision.

[0053] By providing the front end mounting plate 110, sufficient mounting connection area is provided on the front side of the longitudinal support frame 120, ensuring the assembly reliability with the fixed base. Similarly, by providing the rear end mounting plate 130, sufficient mounting connection area is provided on the rear side of the longitudinal support frame 120, ensuring the assembly reliability with the rear end simulation bracket 300.

[0054] The present embodiment exemplarily shows the crossed diagonal bracing beam 140 which is formed by two beam bodies crossing each other and constitutes an X-shaped structure. Of course, a larger number of beam bodies can also be adopted to cross to form the crossed diagonal bracing beam 140, so as to form a "rice-shaped" crossed diagonal bracing beam 140. Other examples will not be enumerated one by one herein.

[0055] In some embodiments, see Figures 1 to 5The longitudinal support frame 120 includes longitudinal support beams 121 and transverse support beams 122. Multiple sets of longitudinal support beams 121 are provided, spaced apart in the left-right direction. Each set of longitudinal support beams 121 has a reinforcing rib 160 supporting and connecting its outer surface to the front mounting plate 110. The front end of each longitudinal support beam 121 is connected to the front mounting plate 110. Cross bracing beams 140 are connected between adjacent sets of longitudinal support beams 121, with their front ends also connected to the front mounting plate 110. Bottom bracing beams 150 are connected between the longitudinal support beams 121 and the front mounting plate 110. The transverse support beams 122 are connected to the rear ends of the multiple sets of longitudinal support beams 121 and cooperate with the longitudinal support beams 121 to form a frame structure. A rear mounting plate 130 is connected to the rear side of the transverse support beams 122.

[0056] This embodiment uses fewer beams to form the longitudinal support frame 120. Collision forces can be transmitted through the transverse support beams 122 to the longitudinal support beams 121 on both sides. Under the action of the cross bracing beams 140, a large number of force transmission paths are formed, ultimately transmitting the force to the fixed base through the front mounting plate 110, resulting in good spatial force transmission. This embodiment simplifies the structure of the longitudinal support frame 120. Combined with the addition of reinforcing ribs 160, deformation and cracking are prevented at the connection area between the longitudinal support beams 121 and the front mounting plate 110, thus achieving weight reduction while ensuring structural strength.

[0057] Preferably, there are two sets of longitudinal support beams 121, which are distributed at intervals along the left and right directions. There are also two sets of transverse support beams 122, which are distributed at intervals along the up and down directions. Both ends of each transverse support beam 122 are connected to the longitudinal support beam 121 on the corresponding side.

[0058] In some specific embodiments of the longitudinal support beam 121, see [reference needed]. Figure 4 and Figure 5 The longitudinal support beam 121 has an I-shaped cross-section, with two flanges 1211 distributed vertically and a web 1212 vertically connected between the two flanges 1211. A bottom diagonal brace 150 supports the connection between the lower flange 1211 and the front mounting plate 110, and a reinforcing rib 160 supports the connection between the web 1212 and the front mounting plate 110. The longitudinal support in this embodiment has high bending stiffness and compressive stability, thus maintaining the structural stability of the longitudinal support frame 120 with a relatively small number of longitudinal support beams 121.

[0059] Optionally, the lower wing plate 1211 has a longitudinal beam connecting hole 1214, and the front end of the bottom diagonal brace beam 150 has a first diagonal brace connecting plate 151 with a first diagonal brace connecting hole. The first diagonal brace connecting plate 151 and the lower wing plate 1211 are fitted together by fasteners passing through the first diagonal brace connecting hole and the longitudinal beam connecting hole 1214. The rear end of the bottom diagonal brace beam 150 has a second diagonal brace connecting plate 152 with a second diagonal brace connecting hole, and the front mounting plate 110 has a front mounting hole. The second diagonal brace connecting plate 152 and the front mounting plate 110 are fitted together by fasteners passing through the second diagonal brace connecting hole and the front mounting hole.

[0060] Optionally, the wheel axle simulation bracket 200 has axle bracket connection holes, and the wheel axle simulation bracket 200 and the lower wing plate 1211 are fitted together by fasteners passing through the axle bracket connection holes and the longitudinal beam connection holes 1214. The connection position of the wheel axle simulation bracket 200 is offset from that of the first diagonal brace connection plate 151 in the front-rear direction.

[0061] Based on the above embodiment, a reinforcing plate 1213 is also attached to the upper and / or lower side of the lower wing plate 1211. The longitudinal beam connecting hole 1214 is provided through the reinforcing plate 1213. The reinforcing plate 1213 strengthens the area where the longitudinal beam connecting hole 1214 is located, so as to prevent the lower wing plate 1211 from deforming and breaking.

[0062] In some embodiments, see Figures 1 to 3 and Figure 7 The rear-end simulation bracket 300 includes a rear-end mounting bracket 310, a rear-end simulation bracket 320, a license plate mounting bracket 330, and a spare tire mounting bracket 340. The front end of the rear-end mounting bracket 310 is detachably connected to the base support bracket 100, and the adjusting bracket 400 is connected to the lower side of the rear-end mounting bracket 310. The rear-end simulation bracket 320 is connected to the rear end of the rear-end mounting bracket 310. The license plate mounting bracket 330 is connected to the rear side of the adjusting bracket 400. The spare tire mounting bracket 340 is detachably connected to the lower side of the adjusting bracket 400.

[0063] This embodiment utilizes a license plate mounting bracket 330 to mount the license plate and a spare tire mounting bracket 340 to mount the spare tire on the underside of the rear-end simulation bracket 300. Combined with the simulation of the rear structure of the vehicle by the rear-end simulation bracket 300, the rear-end simulation bracket 300 more closely resembles the actual appearance of the truck's rear, providing more data on the truck's rear appearance for identification tests, thus improving test accuracy. Furthermore, the rear-end simulation bracket 300 is relatively prone to damage during a collision. The detachable connection between the rear-end mounting bracket 310 and the base support bracket 100 allows for timely replacement of the rear-end simulation bracket 300 if damaged, while less easily damaged parts (such as the base support bracket 100) can be reused, reducing operating costs. Similarly, the spare tire mounting bracket 340 is detachably connected to the adjusting bracket 400, allowing for selection of whether to reuse the spare tire mounting bracket 340 based on its damage status, further reducing operating costs.

[0064] In this embodiment, the rear mounting bracket 310 and the rear simulation bracket 320 are fixed by welding or other means, and the license plate mounting bracket 330 and the adjustment bracket 400 can also be detachably connected, so that the adjustment bracket 400 and the license plate mounting bracket 330 can be selectively replaced.

[0065] In this embodiment, the spare tire mounting bracket 340 is provided with a spare tire mounting hole, and it is connected to the spare tire hub by bolts.

[0066] In some specific embodiments of the rear-end mounting bracket 310, the rear-end mounting bracket 310 includes a rear-end connecting plate 311, a rear-end support beam 312, and a rear-end diagonal brace beam 313. The rear-end connecting plate 311 is detachably connected to the rear-end mounting plate 130, and the front end of the rear-end support beam 312 is fixedly connected to the rear-end connecting plate 311. The rear-end simulation frame 320 is connected to the rear end of the rear-end support beam 312, and both ends extend outwards from the corresponding sides of the rear-end support beam 312 in the left and right directions. The rear-end diagonal brace beam 313 supports and connects between the rear-end support beam 312 and the extended section of the rear-end simulation frame 320, so that the rear-end mounting bracket 310 is generally trapezoidal in shape, narrower at the front and wider at the rear. This embodiment utilizes the high structural strength of the trapezoid to improve the structural strength of the rear-end mounting bracket 310, so as to accurately simulate the performance of the rear frame of a truck.

[0067] Optionally, the rear connecting plate 311 and the rear mounting plate 130 are detachably connected by fasteners (e.g., bolts). Specifically, the rear connecting plate 311 has multiple rear connecting holes, and the rear mounting plate 130 has multiple rear mounting holes. Fasteners can pass through the rear connecting holes and the rear mounting holes to achieve a detachable connection between the rear connecting plate 311 and the rear mounting plate 130.

[0068] In some embodiments, see Figures 1 to 3 and Figure 7 The crash test assembly also includes a headlight simulation bracket 600 for simulating headlights. The headlight simulation bracket 600 can be selectively connected to at least one first adjustment hole 401 to adjust its position in the longitudinal and vertical directions. This embodiment adds a structure to simulate headlights and achieves the purpose of adjusting the position of the headlight simulation bracket 600 according to different vehicle models by selectively connecting it to the first connection hole 501, thereby providing a more realistic simulation scenario and enhancing the accuracy of the identification test.

[0069] In some specific embodiments of the vehicle headlight simulation bracket 600, see [link to specific embodiments]. Figure 7 The vehicle headlight simulation bracket 600 has a box-shaped structure with an opening on its rear side and a lamp connection hole on the side facing the adjustment bracket 400. This allows the vehicle headlight simulation bracket 600 and the adjustment bracket 400 to be securely connected via fasteners passing through the lamp connection hole and the first adjustment hole 401. The box-shaped structure of the vehicle headlight simulation bracket 600 not only provides high structural strength but also ample installation space. Furthermore, the vehicle headlight simulation bracket 600 closely resembles the outline of a truck taillight, further improving recognition accuracy.

[0070] In some embodiments, see Figures 1 to 3 To further enhance the simulation accuracy of the crash test assembly, the assembly also includes a mudguard simulation bracket 700. The mudguard simulation bracket 700 is a plate-shaped bracket that can be detachably connected to the bottom of the cargo box. The mudguard simulation bracket 700 is a metal (e.g., stainless steel) component. In this embodiment, the mudguard simulation bracket 700 is a non-primary load-bearing component. Designing it as a plate not only satisfies the simulation of the rear appearance of the mudguard but also simplifies the structure of the mudguard simulation bracket 700, thereby reducing operating costs.

[0071] In some specific embodiments of the mudguard simulation bracket 700, the mudguard simulation bracket 700 includes a plate-shaped mudguard body 710 and a plate connecting flange 720 disposed above the mudguard body 710. The plate connecting flange 720 can be fitted and connected to the bottom surface of the cargo box. Specifically, the plate connecting flange 720 and the cargo box are detachably connected by threaded fasteners.

[0072] In some embodiments, see Figure 2 , Figure 3 , Figure 4 and Figure 6The wheel axle simulation bracket 200 includes a wheel axle body 210 and an axle connecting bracket 220. The wheel axle body 210 has a wheel connector 230 at its end for connecting to a wheel, and a limiting part 240 on its outer circumferential surface. The top of the axle connecting bracket 220 is connected to the base support bracket 100, and the bottom has a connecting clamp 221. The connecting clamp 221 is fitted onto the area where the limiting part 240 is located, and the limiting part 240 can restrict the displacement of the axle connecting bracket 220 in the axial direction of the wheel axle body 210. In this embodiment, the wheel axle body 210 is used to simulate the rear wheel drive axle, and the wheel connectors 230 at both ends can connect to the wheels, achieving a realistic simulation of the truck's rear wheels and its drive axle. In addition to connecting to the base support bracket 100, the axle connecting bracket 220 also achieves axial positioning with the wheel axle body 210 through the limiting part 240, so that the wheel axle body 210 and the base support bracket 100 are aligned, ensuring accurate assembly.

[0073] Optionally, the axle body 210 is a solid axle to improve the strength of the axle body 210 and make the structural performance of the axle body 210 close to that of a real rear-wheel drive axle.

[0074] Optionally, the axle connecting frame 220 also includes a T-shaped support frame 222 and a reinforcing pad 223. The reinforcing pad 223 is attached to the upper surface of the top plate of the T-shaped support frame 222. Both the top plate of the T-shaped support frame 222 and the reinforcing pad 223 are provided with corresponding axle frame connecting holes. The reinforcing pad 223 and the lower wing plate 1211 are connected by fasteners that pass through the axle frame connecting holes and the longitudinal beam connecting holes 1214. The fasteners can also simultaneously connect the T-shaped support frame 222 and the reinforcing pad 223. A connecting clamp 221 is provided on the rear side of the bottom of the T-shaped support frame 222. In this embodiment, the axle connecting frame 220 is detachably connected to the base support bracket 100 to facilitate the replacement of different wheel axle bodies 210 according to the truck model or damage.

[0075] In some embodiments, the limiting part 240 is implemented in the following ways: 1) The limiting part 240 is a limiting protrusion ring protruding from the outer circumferential surface of the axle body 210, which can fit against the shaft end face of the connecting clamp 221 to achieve axial limiting. More specifically, limiting protrusion rings are respectively provided on both sides of the same connecting clamp 221, or, a limiting protrusion ring is provided only on one side of the same connecting clamp 221. Figure 6 An example is shown where a limiting protrusion is provided on the opposite side of the connecting clamp 221. 2) The limiting part 240 is a limiting ring groove opened on the outer peripheral surface of the wheel axle body 210, and the connecting clamp 221 is engaged in the limiting ring groove to achieve axial limiting.

[0076] In some embodiments, the wheel connector 230 includes a connecting disc and connecting studs. The connecting disc is disposed perpendicular to and coaxial with the axle body 210. A plurality of connecting studs are distributed circumferentially along the side of the connecting disc away from the axle body 210. The connecting studs are fixed to the connecting disc by welding or other means. During installation, the connecting studs pass through the mounting holes of the wheel hub until the connecting disc abuts against the wheel hub. The position of the wheel hub is then locked by engaging with nuts that are compatible with the mounting studs.

[0077] Optionally, a disc reinforcing rib is provided to support the connection between the connecting disc and the axle body 210 to strengthen the assembly area of ​​the connecting disc and the axle body 210.

[0078] Based on the same inventive concept, this application also provides a passenger vehicle rear-end collision test device, including a cargo box, wheels, and the above-mentioned collision test assembly. The basic support bracket 100 in the collision test assembly is supported under the cargo box, and the wheels are installed at the end of the wheel axle simulation bracket 200 in the collision test assembly.

[0079] Compared with the prior art, the passenger vehicle rear-end collision test device provided in this application, by adopting the above-mentioned collision test assembly, realizes flexible simulation of different truck models, meets the needs of collision test and identification test, effectively shortens the test cycle and reduces the test cost.

[0080] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A crash test assembly, characterized in that, include: A basic support bracket (100) is used to connect to a fixed base and can support the cargo box; A wheel and axle simulation bracket (200) is connected to the lower side of the base support bracket (100) and can be used to mount wheels; A rear-end simulation bracket (300) is connected to the rear end of the base support bracket (100) and is used to simulate the rear end of a truck; An adjustment bracket (400) is provided on the lower side of the rear simulation bracket (300), and the adjustment bracket (400) is provided with a plurality of first adjustment holes (401); The barrier head simulation bracket (500) can be selectively connected to at least one of the first adjustment holes (401) to adjust the position of the barrier head simulation bracket (500) in the front-back or up-down direction.

2. The crash test assembly as described in claim 1, characterized in that, The adjustment bracket (400) is provided with a plurality of first adjustment holes (401) arranged in a rectangular array, and the barrier head simulation bracket (500) is provided with a plurality of first connection holes (501) arranged in a rectangular array. The first connection holes (501) can be selectively connected to the first adjustment holes (401).

3. The crash test assembly as described in claim 1, characterized in that, The barrier head simulation support (500) includes: The barrier head connector (510) is gradually tilted downwards in the direction from front to back, and the upper end of the barrier head connector (510) is connected to the first adjustment hole (401). A barrier head connector (520) has multiple sets of second adjustment holes (502) distributed in the front-rear direction. The lower end of the barrier head connector (510) is connected to at least one set of the second adjustment holes (502) to adjust the position of the barrier head connector (520) in the front-rear direction. The barrier head body (530) is fixedly connected to the front end of the barrier head connecting frame (520).

4. The crash test assembly as described in claim 1, characterized in that, The basic support bracket (100) includes: The front mounting plate (110) is used to connect to the fixed base; The longitudinal support frame (120) is connected to the front mounting plate (110) at its front end, and the wheel axle simulation bracket (200) is detachably connected to the longitudinal support frame (120). A rear mounting plate (130) is connected to the rear end of the longitudinal support frame (120), and the rear simulated bracket (300) is connected to the rear mounting plate (130). A cross bracing beam (140) is connected within the longitudinal support frame (120); The bottom diagonal brace (150) is connected between the bottom of the longitudinal support frame (120) and the front mounting plate (110).

5. The crash test assembly as described in claim 4, characterized in that, The longitudinal support frame (120) includes: Multiple sets of longitudinal support beams (121) are distributed at intervals along the left and right directions. The outer side of the longitudinal support beams (121) and the front mounting plate (110) are also supported and connected by reinforcing ribs (160). The front end of the longitudinal support beam (121) is connected to the front mounting plate (110), the cross bracing beam (140) is connected between two adjacent sets of longitudinal support beams (121), and the front end of the cross bracing beam (140) is connected to the front mounting plate (110). The bottom bracing beam (150) is connected between the longitudinal support beam (121) and the front mounting plate (110). A transverse support beam (122) is connected to the rear end of multiple sets of longitudinal support beams (121) and cooperates with the longitudinal support beams (121) to form a frame structure. The rear end mounting plate (130) is connected to the rear side of the transverse support beam (122).

6. The crash test assembly as described in claim 1, characterized in that, The back-end simulation support (300) includes: The rear mounting bracket (310) is detachably connected to the base support bracket (100) at its front end, and the adjusting bracket (400) is connected to the lower side of the rear mounting bracket (310). A rear-end simulation frame (320) is connected to the rear end of the rear-end mounting frame (310); A license plate mounting bracket (330) is connected to the rear side of the adjusting bracket (400); The spare tire mounting bracket (340) is detachably connected to the underside of the adjusting bracket (400).

7. The crash test assembly as described in claim 1, characterized in that, The crash test assembly also includes a headlight simulation bracket (600) that can be selectively connected to at least one of the first adjustment holes (401) to adjust the position of the headlight simulation bracket (600) in the front-rear and vertical directions.

8. The crash test assembly as described in claim 1, characterized in that, The collision test assembly also includes a mudguard simulation bracket (700), which is a plate-shaped bracket and can be detachably connected to the bottom of the cargo box.

9. The crash test assembly as described in claim 1, characterized in that, The wheel axle simulation bracket (200) includes: The axle body (210) has a wheel connector (230) at its end that can connect to a wheel, and a limiting part (240) is provided on the outer circumferential surface of the axle body (210); The shaft connecting frame (220) is connected to the base support bracket (100) at the top and has a connecting clamp (221) at the bottom. The connecting clamp (221) is sleeved in the area where the limiting part (240) is located. The limiting part (240) can restrict the displacement of the shaft connecting frame (220) in the axial direction of the wheel axle body (210).

10. A rear-end collision testing device for passenger vehicles, characterized in that, The system includes a cargo box, wheels, and a crash test assembly as described in any one of claims 1-9, wherein a base support bracket (100) in the crash test assembly is supported below the cargo box, and the wheels are mounted at the ends of a wheel axle simulation bracket (200) in the crash test assembly.

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