Low-error synchronous traction device for automobile crash test

Abstract

The utility model belongs to the field of automobile crash test technology especially is a low error automobile crash test synchronous traction device, including base, the fixed mounting of crash wall is installed at base top, the fixed mounting of speedometer is installed at base top, one side fixed mounting of base is installed with the fixed frame, is provided with the winding wheel in the fixed frame inboard, is fixedly connected with the traction rope on the winding wheel. The utility model discloses through setting up the traction limiting post and being rotatably connected with the connecting column through the bearing, the inside of connecting column is provided with the movable slot, spring and limiting bolt, the top of traction limiting post is provided with the limiting hole, and the limiting bolt is movably inserted with the limiting hole, by pulling the limiting bolt upwards, makes the limiting bolt separate with the limiting hole, can rotate to the traction limiting post, makes the limiting slide groove of the limiting guide rail inner wall both sides of the limiting roller both sides of traction limiting post stagger, then lifts the towing vehicle upwards, can conveniently split between the towing vehicle and the traction track fast, is convenient for the overhaul maintenance of towing vehicle.

Description

Technical Field

[0001] This utility model relates to the field of automobile collision testing technology, specifically a low-error automobile collision testing synchronous traction device. Background Technology

[0002] Full-vehicle crash testing is a crucial part of automotive safety performance testing. A towing trolley moves the test vehicle, and when the test vehicle reaches the required speed, the towing trolley separates from the test vehicle. The test vehicle continues to move under inertia and collides with the target. Data is collected from the crash test dummy inside the test vehicle to perform the crash test. Automotive crash testing is a vital means of evaluating vehicle safety under collision conditions. By simulating different types of collisions (such as frontal, side, and rear-end collisions), researchers can understand the vehicle's performance in accidents and optimize vehicle design based on the test data. Precise vehicle motion control is essential for obtaining realistic and repeatable test data. Before the full-vehicle crash test, the front and rear of the test vehicle need to be aligned, meaning the centerline of the test vehicle coincides with the centerline of the towing track. At this point, the midpoints of both the front and rear of the test vehicle are located on the centerline of the towing track, ensuring that after being pulled by the towing trolley, the vehicle moves directly towards the collision barrier, minimizing collision offset.

[0003] The existing technology has the following problems: Existing synchronous traction devices for car crash tests are prone to debris falling into the chute and track during use, which is inconvenient to clean. This can lead to errors in the car's crash test operation, causing its speed and direction to deviate from the set target. This results in inaccurate test results and affects safety assessments. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a low-error synchronous traction device for automobile collision testing, thereby solving the problems mentioned in the background section.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a low-error vehicle collision test synchronous traction device, comprising a base, a collision wall fixedly installed on the top of the base, a speed measuring instrument fixedly installed on the top of the base, a fixed frame fixedly installed on one side of the base, a winding wheel provided inside the fixed frame, a traction rope fixedly connected to the winding wheel, a traction motor fixedly installed outside the fixed frame, a traction rail fixedly installed on the other side of the base, a traction vehicle provided on the top of the traction rail, a traction wheel installed at the bottom of the traction vehicle, a connecting column fixedly installed at the bottom of the traction vehicle, and a traction limiting column installed at the bottom of the connecting column.

[0006] As a preferred technical solution of this utility model, one end of the traction rope passes through the base and the traction rail and is fixedly connected to the traction limiting post.

[0007] As a preferred embodiment of this utility model, the output end of the traction motor is fixedly connected to one end of the winding reel.

[0008] As a preferred technical solution of this utility model, the traction track is provided with two slide rails, a limit guide rail is provided in the middle of the traction track, and limit slide grooves are provided on both sides of the inner wall of the limit guide rail.

[0009] As a preferred technical solution of this utility model, the connecting column is provided with a movable groove, a spring is installed inside the movable groove, one end of the spring is fixedly connected to a limit pin, the limit pin is movably connected to the movable groove, and the traction limit column is rotatably connected to the connecting column through a bearing.

[0010] As a preferred technical solution of this utility model, limit rollers are provided on both sides of the traction limit column, and a limit insertion hole is opened on the top of the traction limit column. The limit rollers are slidably connected to the limit groove.

[0011] As a preferred embodiment of this utility model, the inner diameter of the limiting socket is adapted to the outer diameter of the limiting pin, and the limiting pin is movably connected to the limiting socket.

[0012] Compared with the prior art, this utility model provides a low-error synchronous traction device for automobile collision testing, which has the following beneficial effects: 1. This low-error synchronous traction device for automobile collision testing, through the coordinated use of a traction rail, slide rail, limit guide rail, limit groove, traction vehicle, traction wheel, connecting column, traction limit column, and limit roller, can effectively improve the stability of the traction vehicle's sliding motion, prevent it from easily deviating during traction, and avoid errors caused by vehicle collisions. It can improve the accuracy of collision test data. By setting limit rollers on both sides of the traction limit column and slidingly connecting them with the limit grooves on both sides of the inner wall of the limit guide rail, it can avoid the traction limit column easily rubbing against the inner wall of the limit guide rail, which would affect the traction effect and further improve the stability during traction.

[0013] 2. This low-error synchronous traction device for automobile collision testing uses a traction limiting post that is rotatably connected to a connecting post via a bearing. The connecting post contains a movable groove, a spring, and a limiting pin. The top of the traction limiting post has a limiting hole, and the limiting pin is movably inserted into the limiting hole. By pulling the limiting pin upward, the limiting pin is separated from the limiting hole, allowing the traction limiting post to rotate. This causes the limiting rollers on both sides of the traction limiting post to be misaligned with the limiting grooves on both sides of the inner wall of the limiting guide rail. Then, the traction vehicle is lifted upward, which facilitates the quick separation of the traction vehicle from the traction rail, making it convenient for the traction vehicle to be inspected and maintained. It also facilitates the cleaning of debris that falls into the traction rail due to the collision, preventing errors during automobile traction. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the traction track structure of this utility model; Figure 3 This is a schematic diagram of the tractor structure of this utility model; Figure 4 This is a schematic diagram of the connecting column and traction limiting column of this utility model.

[0015] In the diagram: 1. Base; 2. Collision wall; 3. Speedometer; 4. Fixing frame; 5. Rewinding wheel; 6. Traction rope; 7. Traction motor; 8. Traction rail; 801. Slide rail; 802. Limiting guide rail; 803. Limiting slide groove; 9. Traction vehicle; 10. Traction wheel; 11. Connecting column; 1101. Movable groove; 1102. Spring; 1103. Limiting pin; 12. Traction limiting column; 1201. Limiting roller; 1202. Limiting socket. Detailed Implementation

[0016] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0017] Please see Figures 1 to 4 In this embodiment: a low-error vehicle collision test synchronous traction device includes a base 1, a collision wall 2 fixedly installed on the top of the base 1, a speed measuring instrument 3 fixedly installed on the top of the base 1, a fixed frame 4 fixedly installed on one side of the base 1, a winding wheel 5 provided inside the fixed frame 4, a traction rope 6 fixedly connected to the winding wheel 5, a traction motor 7 fixedly installed on the outside of the fixed frame 4, a traction rail 8 fixedly installed on the other side of the base 1, a traction vehicle 9 provided on the top of the traction rail 8, a traction wheel 10 installed at the bottom of the traction vehicle 9, a connecting column 11 fixedly installed at the bottom of the traction vehicle 9, and a traction limiting column 12 installed at the bottom of the connecting column 11.

[0018] In this embodiment, one end of the traction rope 6 passes through the base 1 and the traction rail 8 and is fixedly connected to the traction limit post 12. The output end of the traction motor 7 is fixedly connected to one end of the winding wheel 5. By controlling the traction motor 7 to work, the winding wheel 5 can be rotated to wind the traction rope 6, thereby pulling the traction limit post 12. In this embodiment, two slide rails 801 are provided on the traction rail 8, and a limiting guide rail 802 is provided in the middle of the traction rail 8. Limiting grooves 803 are provided on both sides of the inner wall of the limiting guide rail 802, which can limit the sliding of the traction vehicle 9 and improve the traction stability. In this embodiment, the connecting column 11 is provided with a movable groove 1101, and a spring 1102 is installed inside the movable groove 1101. One end of the spring 1102 is fixedly connected to a limit pin 1103. The limit pin 1103 is movably connected to the movable groove 1101. The traction limit column 12 is rotatably connected to the connecting column 11 through a bearing, which facilitates the rotational adjustment of the traction limit column 12 and enables the limit rollers 1201 on both sides of the traction limit column 12 to separate and offset from the limit slide groove 803. In this embodiment, limit rollers 1201 are provided on both sides of the traction limit post 12, and a limit insertion hole 1202 is provided on the top of the traction limit post 12. The limit rollers 1201 are slidably connected to the limit slide groove 803. The slidable connection between the limit rollers 1201 and the limit slide groove 803 can improve the stability of the traction vehicle 9 when it is being towed. In this embodiment, the inner diameter of the limiting hole 1202 is adapted to the outer diameter of the limiting pin 1103. The limiting pin 1103 is movably connected to the limiting hole 1202. Through the movable connection between the limiting pin 1103 and the limiting hole 1202, the traction limiting post 12 can be limited and fixed to prevent it from rotating.

[0019] The working principle and usage process of this utility model are as follows: When using the device, the operator controls the traction motor 7 to rotate the winding wheel 5 to wind the traction rope 6. The traction rope 6 pulls the traction limiting post 12 and the traction vehicle 9, causing the vehicle to be tested on top of the traction vehicle 9 to move towards the collision wall 2 for a collision test. The collision speed of the vehicle can be monitored by the speed measuring instrument 3. During the process of the traction rope 6 pulling the traction limiting post 12, the traction wheel 10 at the bottom of the traction vehicle 9 will slide along the slide rail 801. At the same time, the limiting rollers 1201 on both sides of the traction limiting post 12 will slide along the limiting groove 803. The limiting rollers 1201 and the limiting groove 803 are connected by a limiting sliding connection. This effectively improves the stability of the tractor 9 during towing and prevents the towing position from easily deviating. When the tractor 9 is damaged, the limit pin 1103 is pulled upward to separate it from the limit hole 1202. Then, the traction limit post 12 is rotated to make the limit rollers 1201 on both sides of the traction limit post 12 misalign with the limit grooves 803 on both sides of the inner wall of the limit guide rail 802. Then, the tractor 9 is lifted upward, which can facilitate the quick separation of the tractor 9 from the traction rail 8, making it easier to inspect and maintain the tractor 9. At the same time, it is convenient to clean up the debris that has fallen into the traction rail 8 due to collision, avoiding errors during vehicle towing.

[0020] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A low-error vehicle crash test synchronous traction device, comprising a base (1), characterized in that: A collision wall (2) is fixedly installed on the top of the base (1), a speed measuring instrument (3) is fixedly installed on the top of the base (1), a fixed frame (4) is fixedly installed on one side of the base (1), a winding wheel (5) is provided on the inner side of the fixed frame (4), a traction rope (6) is fixedly connected to the winding wheel (5), a traction motor (7) is fixedly installed on the outer side of the fixed frame (4), a traction rail (8) is fixedly installed on the other side of the base (1), a traction vehicle (9) is provided on the top of the traction rail (8), a traction wheel (10) is installed on the bottom of the traction vehicle (9), a connecting column (11) is fixedly installed on the bottom of the traction vehicle (9), and a traction limit column (12) is installed on the bottom of the connecting column (11).

2. The low-error vehicle collision test synchronous traction device according to claim 1, characterized in that: One end of the traction rope (6) passes through the base (1) and the traction rail (8) and is fixedly connected to the traction limit post (12).

3. The low-error vehicle collision test synchronous traction device according to claim 1, characterized in that: The output end of the traction motor (7) is fixedly connected to one end of the winding wheel (5).

4. The low-error vehicle collision test synchronous traction device according to claim 1, characterized in that: The traction rail (8) is provided with two slide rails (801), and a limit guide rail (802) is provided in the middle of the traction rail (8). Limit grooves (803) are provided on both sides of the inner wall of the limit guide rail (802).

5. The low-error vehicle collision test synchronous traction device according to claim 1, characterized in that: The connecting column (11) is provided with a movable groove (1101), and a spring (1102) is installed inside the movable groove (1101). One end of the spring (1102) is fixedly connected to a limit pin (1103). The limit pin (1103) is movably connected to the movable groove (1101), and the traction limit column (12) is rotatably connected to the connecting column (11) through a bearing.

6. The low-error synchronous traction device for automobile collision testing according to claim 1, characterized in that: The traction limiting post (12) is provided with limiting rollers (1201) on both sides, and a limiting insertion hole (1202) is opened on the top of the traction limiting post (12). The limiting rollers (1201) are slidably connected to the limiting slide groove (803).

7. A low-error vehicle collision test synchronous traction device according to claim 6, characterized in that: The inner diameter of the limiting socket (1202) is adapted to the outer diameter of the limiting pin (1103), and the limiting pin (1103) is movably connected to the limiting socket (1202).

Images