A side pole crash test device

Abstract

The application relates to the technical field of automobile testing and provides a side column collision test device, which comprises an acceleration trolley, a sub-trolley slidingly connected to the acceleration trolley, a supporting frame connected to the acceleration trolley, a door mounting tool connected to the supporting frame and close to one side of the sub-trolley, a seat tool connected to the sub-trolley, and a first adjusting assembly connected between the supporting frame and the door mounting tool and used for adjusting the angle of the door mounting tool relative to the vertical direction. In this way, by adjusting the included angle of the door mounting tool relative to the vertical direction, the inclination angle of the door interior panel relative to the vertical direction can be adjusted, various situations during side column collision can be simulated more accurately, the test cost is low, and the test period is short.

Description

Technical Field

[0001] This application relates to the field of automotive testing technology, specifically to a side pole collision test device. Background Technology

[0002] In the field of automotive safety testing, side pole impact testing is a crucial method for evaluating a vehicle's ability to protect occupants in side-impact collisions. Especially for new energy vehicles, to avoid damage to the battery pack during a collision, the strength of the vehicle's side structure is increased, requiring a more optimized side restraint system. Optimizing the side restraint system through real-vehicle crash tests is costly and time-consuming; therefore, developing a testing device capable of simulating real-vehicle side pole impact conditions is currently a pressing need.

[0003] Moreover, setting the parameters for side airbags in real vehicles requires continuous optimization of side airbag parameters (such as airbag shape, folding method, vent size, strap length, etc.) based on various side pole collision results of real vehicles. This requires considering multiple collision types, conducting numerous tests, resulting in high testing costs and long test cycles. Utility Model Content

[0004] In view of this, this application provides a side pillar collision test device with low testing cost and short test cycle.

[0005] To achieve the above objectives, this application provides the following technical solution: A side-mounted pole impact test apparatus includes an acceleration trolley and a secondary trolley slidably connected to the acceleration trolley, and further includes: A support frame is connected to the acceleration trolley; The door installation fixture is connected to the support frame on the side near the auxiliary trolley; The seat fixture is connected to the auxiliary trolley; A first adjustment component is connected between the support frame and the door mounting fixture to adjust the angle of the door mounting fixture relative to the vertical direction.

[0006] With this setup, after the acceleration trolley is impacted, the auxiliary trolley moves relative to the acceleration trolley, and the seat fixture and door mounting fixture move closer together. This simulates the intrusion collision between the door and the dummy (seat) in a real vehicle collision. The test results (such as the force and damage to the dummy and seat) can then be used to optimize the side restraint system and side airbag parameters. During simulated vehicle crash tests, by adjusting the angle between the door mounting fixture and the vertical direction, the tilt angle of the door interior panel relative to the vertical direction can be adjusted, allowing for more accurate simulation of various side pole impact scenarios. This approach reduces testing costs and shortens the testing cycle.

[0007] In one optional embodiment, the middle part of the door mounting fixture is connected to the support frame via a hinge shaft. The first adjusting component is connected to the upper and / or lower part of the door mounting fixture and can rotate the door mounting fixture relative to the support frame by adjusting its own connection length. The two connecting ends of the first adjusting component between the support frame and the door mounting fixture, along with the hinge shaft, form a three-point fixation, resulting in a stable and reliable structure. The middle part of the door mounting fixture is connected to the support frame, bearing a larger force, which can balance the forces on the upper and lower parts of the door mounting fixture during collision testing, thus improving test accuracy. The first adjusting component can adjust the angle of the door mounting fixture relative to the vertical direction by adjusting its own connection length, making operation simple, time-saving, and labor-saving.

[0008] In one optional embodiment, the first adjusting component includes a lead screw and nut mechanism, with its two connecting ends respectively connected to the door mounting fixture and the support frame. The distance between the two connecting ends can be adjusted by rotating the lead screw and nut mechanism, making adjustment convenient, time-saving, and labor-saving. Furthermore, the lead screw and nut mechanism has a reverse self-locking function, which can initially fix the angle of the door mounting fixture after adjustment, facilitating subsequent reinforcement.

[0009] In one optional embodiment, the first adjustment assembly includes two sets of connectors located on the upper and lower sides of the hinge shaft, respectively. The two ends of each connector are connected to the support frame and the door mounting fixture, respectively, and at least one end is provided with a strip-shaped hole for adjusting the connection position. Multiple connectors are used to reinforce multiple different positions of the door mounting fixture.

[0010] In one optional embodiment, the acceleration trolley is equipped with a base fixture, and a second adjustment component is provided between the base fixture and the support frame to adjust the angle of the door mounting fixture relative to the acceleration direction of the acceleration trolley. During simulated vehicle collision tests, by adjusting the angle between the door mounting fixture and the acceleration direction of the acceleration trolley, the tilt angle of the door interior panel relative to the acceleration direction of the acceleration trolley can be adjusted, allowing for more accurate simulation of various side pole collision scenarios. This approach results in low testing costs and a short testing cycle.

[0011] In one optional embodiment, the middle portion of the support frame is rotatably connected to the base fixture, and the second adjusting component is connected to the edge of the support frame. The rotation of the bottom center of the support frame relative to the base fixture allows the support frame to rotate around its own center of gravity, thereby improving the stress stability of the support frame. The second adjusting component connected to the edge of the support frame locks and adjusts the edge of the support frame, further enhancing the stress stability between the support frame and the base fixture.

[0012] In one optional implementation, the second adjustment component includes: The first mounting hole and the second mounting hole are respectively provided on the support frame and the base fixture, and one of them is set as an arc-shaped hole and aligned with the other. The mounting component is connected through the first mounting hole and the second mounting hole, and can be positioned at different locations within the arc-shaped hole.

[0013] Thus, when the first and second mounting holes are aligned, the mounting component can pass through and connect within both holes, thereby locking the round hole in various positions within the arc-shaped hole. By adjusting the tightness of the mounting component, the support frame and base fixture can be locked and unlocked, making operation convenient, time-saving, labor-saving, and structurally reliable and stable.

[0014] In one optional embodiment, the base fixture is provided with a limiting groove for the edge of the support frame to be inserted. The limiting groove is located on the side of the support frame away from the auxiliary trolley, and its opening faces the auxiliary trolley. A fastening bolt is connected to the side wall of the limiting groove to abut against the edge of the support frame. Thus, through the cooperation of the limiting groove and the fastening bolt, the support frame can be firmly locked onto the base fixture, preventing wobbling and tilting. Furthermore, in the acceleration direction of the trolley, the force on both sides of the support frame is more balanced, preventing the support frame from tilting due to the weight of the door installation fixture.

[0015] In one optional embodiment, the acceleration trolley is equipped with an energy-absorbing fixture, and the side of the energy-absorbing fixture near the auxiliary trolley has multiple energy-absorbing tubes for contacting the auxiliary trolley. After the acceleration trolley experiences acceleration upon collision, the acceleration trolley and the auxiliary trolley move relative to each other. The auxiliary trolley moves towards the energy-absorbing fixture, crushing and deforming the energy-absorbing tubes to obtain test parameters. Since the multiple energy-absorbing tubes are detachable, different collision scenarios can be simulated by adjusting the number of energy-absorbing tubes.

[0016] In one optional embodiment, the door mounting fixture includes a main shaft bracket connected to the acceleration trolley and a door bracket connected to the main shaft bracket, the width of which gradually decreases towards the auxiliary trolley. This results in a narrower width on the side of the main shaft frame closer to the auxiliary trolley and a wider width on the side farther from the auxiliary trolley, allowing for a more accurate simulation of side pole collisions. It also facilitates a stable connection between the main shaft frame and the support frame, ensuring force balance during collision testing and improving test accuracy.

[0017] In one optional embodiment, a vertically extending mounting spindle is provided on the side of the main spindle bracket near the auxiliary trolley, and two door brackets are provided, both of which are rotatably connected to the mounting spindle. The two door brackets are located on opposite sides of the mounting spindle, which can accurately simulate the scenario of a side pillar collision, improving the accuracy of the test results. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0019] Figure 1 This is a perspective view of a side-pillar impact test apparatus shown for some embodiments of this application.

[0020] Figure 2 The diagram shows the structure of the base fixture and energy-absorbing fixture for some embodiments of this application.

[0021] Figure 3 The diagram shows the structural features of the support frame and door mounting fixture for some embodiments of this application.

[0022] Explanation of reference numerals in the attached drawings: 1. Acceleration trolley; 2. Auxiliary trolley; 3. Base fixture; 4. Support frame; 41. First mounting hole; 42. Second mounting hole; 43. Arc plate; 5. Main shaft bracket; 51. Hinge shaft; 52. Screw and nut mechanism; 53. Connector; 54. Strip hole; 55. Mounting main shaft; 56. Reinforcing bar; 6. Door bracket; 7. Seat fixture; 8. Energy absorption fixture; 81. Energy absorption tube. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] like Figures 1-3As shown in the figure, this application provides a side impact test device, including an acceleration trolley 1, a secondary trolley 2, a support frame 4, a door mounting fixture, and a seat fixture 7. The secondary trolley 2 is connected to the acceleration trolley 1, and a guide rail is provided between the acceleration trolley 1 and the secondary trolley 2 so that the secondary trolley 2 can slide relative to the acceleration trolley 1. When the acceleration trolley 1 is impacted and generates acceleration, the secondary trolley 2 can slide relative to the acceleration trolley 1 under the action of the guide rail. The acceleration direction of the acceleration trolley 1 is the length direction of the acceleration trolley 1, which is also the extension direction of the guide rail. Figure 1 The X direction in the equation.

[0025] The support frame 4 is connected to the acceleration trolley 1. For example, the support frame 4 is connected to the acceleration trolley 1 via the base fixture 3, which can reinforce and adjust the connection of the support frame 4. In a specific design, the base fixture 3 and the slide rail can be connected to form an integrated frame structure. The support frame 4 and the door mounting fixture are installed above the base fixture 3, and the auxiliary trolley 2 and the seat fixture 7 are installed above the slide rail, thereby improving the positional reliability and accuracy of the base fixture 3 and the slide rail. The door mounting fixture is connected to the support frame 4 on the side closer to the auxiliary trolley 2. The side of the door mounting fixture away from the support frame 4 is used to install the interior door panel to simulate the shape of the door. The seat fixture 7 is connected to the auxiliary trolley 2 and is used to install the seat and dummy to simulate the driver's driving scenario. After the acceleration trolley 1 is hit, the auxiliary trolley 2 moves relative to the acceleration trolley 1, and the seat fixture 7 and the door installation fixture are relatively close to each other. This can simulate the intrusion collision of the door relative to the dummy (seat) in a real vehicle collision. Then, the side restraint system and side airbag parameters can be optimized through the test results (such as the force and damage of the dummy and the seat).

[0026] In this embodiment, a first adjustment component is provided between the support frame 4 and the door mounting fixture. The door mounting fixture is mounted on the support frame 4 via the first adjustment component. By adjusting the connection posture of the first adjustment component, the mounting position of the door mounting fixture relative to the support frame 4 can be adjusted, thereby adjusting the angle between the door mounting fixture and the vertical direction. Here, the vertical direction is perpendicular to the plane where the acceleration trolley 1 is located and perpendicular to the acceleration direction of the acceleration trolley 1. Figure 1 In the Y direction of the vehicle, by adjusting the angle between the door mounting fixture and the vertical direction during simulated vehicle crash tests, the tilt angle of the door interior panel relative to the vertical direction can be adjusted. This allows for more accurate simulation of various scenarios during side pole collisions, resulting in low testing costs and short testing cycles. Specifically, the adjustable range of the angle of the door mounting fixture relative to the vertical direction is ±10 degrees.

[0027] The middle part of the door mounting fixture is connected to the support frame 4 via a hinge shaft 51. The extension direction of the hinge shaft 51 is horizontal, that is, along the... Figure 1 The Z-direction extension allows the middle part of the door mounting fixture to rotate around the hinge shaft 51, enabling angle adjustment of the door mounting fixture relative to the vertical direction. Furthermore, the first adjustment component is connected to the upper and / or lower part of the door mounting fixture. When one set of the first adjustment component is provided, it can be connected to either the upper or lower part of the door mounting fixture; when two sets are provided, they can be connected to the upper and lower parts of the door mounting fixture respectively. Thus, the two connecting ends of the first adjustment component between the support frame 4 and the door mounting fixture, along with the hinge shaft 51, form a three-point fixation, resulting in a stable and reliable structure. The middle part of the door mounting fixture is connected to the support frame 4, bearing a greater force, which helps to balance the forces on the upper and lower parts of the door mounting fixture during collision tests, thus improving test accuracy. The first adjustment component can adjust the angle of the door mounting fixture relative to the vertical direction by adjusting its own connecting length, making operation simple, time-saving, and labor-saving.

[0028] It should be noted that the extension direction of the hinge shaft 51 is parallel to the plane where the door interior panel is located (i.e., the plane on which the door mounting fixture is used to install the door interior panel). When the door interior panel undergoes a frontal collision test with the seat and dummy, the plane where the door interior panel is located is perpendicular to the acceleration direction of the acceleration trolley 1. At this time, the extension direction of the hinge shaft 51 is perpendicular to the acceleration direction of the acceleration trolley 1, and the X, Y, and Z directions are mutually perpendicular. When the door interior panel undergoes an inclined collision test with the seat and dummy, the plane where the door interior panel is located is not perpendicular to the acceleration direction of the acceleration trolley 1. At this time, the extension direction of the hinge shaft 51 is not perpendicular to the acceleration direction of the acceleration trolley 1, that is, the X direction is not perpendicular to the Z direction.

[0029] The first adjustment component includes a lead screw and nut mechanism 52. The two connecting ends of the lead screw and nut mechanism 52 are respectively connected to the door mounting fixture and the support frame 4. The distance between the two connecting ends can be adjusted by rotating the lead screw and nut mechanism 52, which is convenient, time-saving, and labor-saving. Furthermore, the lead screw and nut mechanism 52 has a reverse self-locking function, which can initially fix the angle of the door mounting fixture after adjustment, facilitating subsequent reinforcement. Specifically, the lead screw and nut mechanism 52 includes a lead screw part and a nut part. The nut part is connected to the support frame 4. For example, a crossbar is provided on the support frame 4, and a threaded hole is opened on the crossbar to form the nut part. One end of the lead screw part is rotatably connected to the door mounting fixture, and the other end is screwed into the nut part. The angle of the door mounting fixture can be adjusted by rotating the lead screw part.

[0030] It is understood that the number of lead screw and nut mechanisms 52 can be set to one or two, and can be set on the upper or lower part of the door mounting fixture. Preferably, the number of lead screw and nut mechanisms 52 can be set to two, and they are installed on the lower part of the door mounting fixture.

[0031] To enhance the connection strength between the door mounting fixture and the support frame 4, the first adjustment assembly further includes two sets of connectors 53. These two sets of connectors 53 are distributed on the upper and lower sides of the hinge shaft 51, with one set located at the upper part of the door mounting fixture and the other at the lower part. Each set of connectors 53 may have two, three, or four members, thus reinforcing multiple different locations of the door mounting fixture. Each connector 53 has a first end and a second end. The first end of the connector 53 connects to the support frame 4, and the second end connects to the door mounting fixture. At least one of the first and second ends of the connector 53 has a slotted hole 54, allowing the connector 53 to be adjustably connected to either the support frame 4 or the door mounting fixture through the slotted hole 54. In a preferred embodiment, the first end of the connector 53 has a slotted hole 54, and a bolt is used to connect the slotted hole 54 to the support frame 4.

[0032] In some embodiments, a second adjustment component is provided between the base fixture 3 and the support frame 4. That is, the support frame 4 is mounted on the base fixture 3 via the second adjustment component. By adjusting the connection posture of the second adjustment component, the installation position of the support frame 4 relative to the base fixture 3 can be adjusted, thereby adjusting the angle between the door mounting fixture and the acceleration direction of the acceleration trolley 1. Here, the acceleration direction of the acceleration trolley 1, i.e. Figure 1 In the X direction. During simulated vehicle crash tests, by adjusting the angle between the door mounting fixture and the acceleration direction of the acceleration trolley 1, the tilt angle of the door interior panel relative to the acceleration direction of the acceleration trolley 1 can be adjusted. This allows for more accurate simulation of various scenarios during side pole collisions, resulting in low testing costs and short testing cycles. Specifically, the adjustable range of the angle between the support frame 4 and the acceleration direction of the acceleration trolley 1 is ±15 degrees.

[0033] The middle part of the support frame 4 is rotatably connected to the base fixture 3. Since the support frame 4 is located above the base fixture 3, the bottom middle part of the support frame 4 can rotate relative to the base fixture 3, allowing the support frame 4 to rotate around its own center of gravity, thereby improving the stress stability of the support frame 4. The second adjustment component is connected to the edge of the support frame 4 to lock and adjust the edge of the support frame 4, which can improve the stress stability between the support frame 4 and the base fixture 3.

[0034] The second adjustment component includes a mounting piece, a first mounting hole 41, and a second mounting hole 42. The first mounting hole 41 and the second mounting hole 42 are respectively located on the support frame 4 and the base fixture 3. One of the first mounting holes 41 and the second mounting hole 42 is an arc-shaped hole, and the other is a round hole. The positions of the arc-shaped hole and the round hole are correspondingly set so that the mounting piece can pass through both the arc-shaped hole and the round hole simultaneously. For example, if the first mounting hole 41 is an arc-shaped hole and the second mounting hole 42 is a round hole, when the support frame 4 rotates relative to the base fixture 3 within a preset angle, the first mounting hole 41 and the second mounting hole 42 remain aligned. That is, the radius of the arc-shaped hole is equal to the distance between the rotation center of the support frame and the round hole, allowing the round hole to move along the extension path of the arc-shaped hole. When the first mounting hole 41 and the second mounting hole 42 are aligned, the mounting piece (such as a bolt) can pass through and connect to the first mounting hole 41 and the second mounting hole 42, thereby locking the round hole in different positions of the arc-shaped hole. In this way, by adjusting the tightness of the mounting parts, the support frame 4 and the base fixture 3 can be locked and unlocked. The operation is convenient, time-saving, labor-saving, and the structure is reliable and stable.

[0035] The base fixture 3 is provided with a limiting groove, the opening of which faces the auxiliary trolley 2. The edge of the support frame 4 (referring to the bottom edge of the support frame 4) is embedded in the limiting groove. The side wall of the limiting groove can limit the edge of the support frame 4, preventing the support frame 4 from tipping over during a collision test. Specifically, an arc-shaped plate 43 is provided above the base fixture 3. The outer edge of the arc-shaped plate 43 is connected to the base fixture 3, and the inner edge of the arc-shaped plate 43 is spaced from the base fixture 3 to form the aforementioned limiting groove. The side wall of the limiting groove is connected with a fastening bolt. The fastening bolt passes through the side wall of the limiting groove (i.e., the arc-shaped plate 43) and extends into the limiting groove, thereby securing the edge of the support frame 4 in the limiting groove. In this way, the support frame 4 can be firmly locked onto the base fixture 3 by the cooperation of the limiting groove and the fastening bolt, so as to prevent the support frame 4 from shaking or tilting. Moreover, in the acceleration direction of the acceleration trolley 1, the forces on both sides of the support frame 4 can be more balanced, so as to prevent the support frame 4 from tilting due to the weight of the door installation fixture.

[0036] Specifically, the second adjustment component can be provided in multiple sets and distributed on the left and right sides of the limiting groove.

[0037] like Figure 3As shown, the acceleration trolley 1 is equipped with an energy-absorbing fixture 8, which may be connected to the base fixture 3 or a slide rail. Multiple energy-absorbing tubes 81 are detachably mounted on the side of the energy-absorbing fixture 8 near the auxiliary trolley 2, allowing the energy-absorbing fixture 8 to contact the auxiliary trolley 2 via the energy-absorbing tubes 81. After the acceleration trolley 1 experiences acceleration upon collision, the acceleration trolley 1 and the auxiliary trolley 2 move relative to each other. The auxiliary trolley 2 moves towards the energy-absorbing fixture 8, causing the energy-absorbing tubes 81 to be crushed and deformed, allowing test parameters to be obtained based on the energy-absorbing tubes 81. Since the multiple energy-absorbing tubes 81 are detachable, different collision scenarios can be simulated by adjusting the number of energy-absorbing tubes 81. Here, the specific number of energy-absorbing tubes 81 needs to be set according to the actual test conditions; for example, the number of energy-absorbing tubes 81 may be 5-10.

[0038] like Figure 2 As shown, the door mounting fixture includes a main shaft bracket 5 and a door bracket 6. The main shaft bracket 5 is connected to the support frame 4 on the side near the auxiliary trolley 2, and the door bracket 6 is connected to the main shaft bracket 5 on the side near the auxiliary trolley 2. The width of the main shaft frame gradually decreases towards the auxiliary trolley 2. Here, the width of the main shaft frame is the width of the main shaft frame in... Figure 1 The dimensions in the Z direction shown indicate that the side of the main shaft frame closer to the auxiliary trolley 2 is narrower, while the side farther from the auxiliary trolley 2 is wider. This allows for a more accurate simulation of side column collisions and also helps to achieve a stable connection between the main shaft frame and the support frame 4, ensuring force balance during collision testing and improving test accuracy.

[0039] A main shaft 55 is installed on the side of the main shaft bracket 5 near the auxiliary trolley 2. The main shaft 55 extends vertically. There are two door brackets 6, both of which are connected to the main shaft 55 and can rotate relative to the main shaft 55. The two door brackets 6 are located on both sides of the main shaft 55, which can accurately simulate the side pole collision and improve the accuracy of the test results.

[0040] In the specific design, the main shaft support 5 is configured as a triangular prism frame structure, with the main shaft connected to one of the edges of the main shaft support 5. Steel bars 56 are connected between the two door supports 6 and the main shaft support 5 to provide angular fixation for the door supports 6.

[0041] It should be noted that the "parallel condition" in this application refers to one direction being parallel to another, but it is not limited to the two being absolutely parallel. For example, one direction may be nearly parallel to the other, which is defined here as an angle of less than 2 degrees. The "perpendicular condition" in this document refers to one direction being perpendicular to another, but it is not limited to the two being absolutely perpendicular. For example, one direction may be nearly perpendicular to the other, which is defined here as an angle of less than 92 degrees and greater than 88 degrees.

[0042] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0043] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0044] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0045] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0046] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0047] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A side-mounted column impact testing apparatus, comprising an acceleration trolley and a secondary trolley slidably connected to the acceleration trolley, characterized in that, Also includes: A support frame is connected to the acceleration trolley; The door installation fixture is connected to the support frame on the side near the auxiliary trolley; The seat fixture is connected to the auxiliary trolley; A first adjustment component is connected between the support frame and the door mounting fixture to adjust the angle of the door mounting fixture relative to the vertical direction.

2. The side column collision test apparatus according to claim 1, characterized in that, The middle part of the door mounting fixture is connected to the support frame via a hinge shaft. The first adjustment component is connected to the upper and / or lower part of the door mounting fixture and can drive the door mounting fixture to rotate relative to the support frame by adjusting its own connection length.

3. The side column collision test apparatus according to claim 2, characterized in that, The first adjustment component includes a lead screw and nut mechanism, the two connecting ends of which are respectively connected to the door mounting fixture and the support frame.

4. The side column collision test apparatus according to claim 2, characterized in that, The first adjustment assembly includes two sets of connectors located on the upper and lower sides of the hinge shaft, respectively. The two ends of the connectors are connected to the support frame and the door mounting fixture, respectively, and at least one end is provided with a strip hole for adjusting the connection position.

5. The side-mounted column collision test apparatus according to claim 1, characterized in that, The acceleration trolley is equipped with a base fixture, and a second adjustment component is provided between the base fixture and the support frame to adjust the angle of the door mounting fixture relative to the acceleration direction of the acceleration trolley.

6. The side pillar collision test apparatus according to claim 5, characterized in that, The middle part of the support frame is rotatably connected to the base fixture, and the second adjustment component is connected to the side of the support frame.

7. The side column collision test apparatus according to claim 6, characterized in that, The second adjustment component includes: The first mounting hole and the second mounting hole are respectively provided on the support frame and the base fixture, and one of them is set as an arc-shaped hole and aligned with the other. The mounting component is connected through the first mounting hole and the second mounting hole, and can be positioned at different locations within the arc-shaped hole.

8. The side column impact test apparatus according to claim 6, characterized in that, The base fixture is provided with a limiting groove for the edge of the support frame to be embedded. The limiting groove is located on the side of the support frame away from the auxiliary trolley, and its opening faces the auxiliary trolley. The side wall of the limiting groove is connected with a fastening bolt to abut against the edge of the support frame.

9. The side column collision test apparatus according to claim 1, characterized in that, The acceleration trolley is equipped with an energy-absorbing fixture, and the energy-absorbing fixture is detachably equipped with multiple energy-absorbing tubes on the side near the auxiliary trolley for contacting the auxiliary trolley.

10. The side pillar collision test apparatus according to claim 1, characterized in that, The door installation fixture includes a main shaft bracket connected to the acceleration trolley and a door bracket connected to the main shaft bracket, the width of which gradually decreases towards the auxiliary trolley.

11. The side pillar impact test apparatus according to claim 10, characterized in that, The main shaft bracket has a vertically extending mounting main shaft on the side near the auxiliary trolley, and there are two door brackets, both of which are rotatably connected to the mounting main shaft.

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