Apparatus for testing side impact of center pillar of automobile, method for determining test conditions, and method for testing side impact

Abstract

To reproduce a deformation state of a center pillar that is close to a full vehicle test with a simple configuration in a side collision testing device, a testing condition determination method and a side collision testing method of a center pillar of a vehicle.SOLUTION: A side collision testing device 1 comprises: a collision body 10 which collides with a center pillar 110; a locker support body 30 which supports a front end part 131 and a rear end part 132 of a locker simulation part 130 in a first terminal part 32 of each of a pair of first support members 31; and a roof rail support body 20 which supports a roof rail simulation part 120. Each of the pair of first support members 31 is configured such that a first terminal part 32 rotates relative to a first base end part 33 with a first thin wall part 34 as a starting point due to bending of the first thin wall part 34 when the collision body 10 collides with the center pillar 110. The locker simulation part 130 is configured so as to be translated in the vehicle width direction and be rotated in the vehicle cross direction following the first terminal part 32.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an automobile center pillar side impact test device, a test condition determination method, and a side impact test method. [Background technology]

[0002] A side collision of an automobile is a type of collision that poses a high risk of injury to the occupants because the distance between the impact object and the occupants is small. Therefore, automobiles are required to have high safety performance against side collisions. In this type of side collision, the center pillar, also known as the B-pillar, is an important part for ensuring high safety performance. For this reason, structural consideration and evaluation testing of the center pillar is important.

[0003] However, conducting a crash test using the entire automobile (full vehicle test) requires a lot of time, cost, and effort, and is inefficient.Therefore, there is a need to devise an evaluation test for center pillars that can perform evaluation equivalent to full vehicle tests, and to speed up and improve the efficiency of structural examination.

[0004] Patent Document 1 discloses a side impact test device for a center pillar of an automobile. This side impact test device has a rotation mechanism and a rotation braking mechanism for the rocker and roof rail. In a full vehicle test, the rocker and roof rail are observed to rotate, so it is not appropriate to test the rocker and roof rail by completely restraining them, and it is preferable to be able to reproduce the rotation of the rocker and roof rail. In this side impact test device, a rotation mechanism is provided that allows rotation while restraining translation at the front and rear ends of the rocker and the front and rear ends of the roof rail. In addition, in order to reproduce the full vehicle test for the rotation behavior of the rocker and roof rail, a rotation braking mechanism is provided that allows the rotation resistance to be adjusted by utilizing the tensile resistance of the plate material. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2020-201238 A Summary of the Invention [Problem to be solved by the invention]

[0006] In Patent Document 1, the rotation mechanism and the rotation braking mechanism are configured separately, so the structure of the side collision test device is complicated. In addition, in the full vehicle test, the rocker and the roof rail are observed to not only rotate but also translate. Specifically, when the deformation of the center pillar progresses due to a side collision, the rocker is drawn upward and the roof rail is drawn downward, respectively, in the vertical direction of the vehicle. However, in Patent Document 1, the translation of the rocker and the roof rail is restricted, so the phenomenon of the rocker and the roof rail being drawn in is not reproduced. As a result, excessive tensile force is generated in the center pillar in the vertical direction of the vehicle, which may result in a deviation from the full vehicle test. In particular, the rocker has a large cross section compared to the roof rail, and the degree of rotation and translation is large, so it is important to be able to accurately reproduce the behavior of the rocker.

[0007] The present invention aims to reproduce a deformation state of a center pillar close to that of a full vehicle test with a simple configuration in a side impact test device for an automobile center pillar, a test condition determination method, and a side impact test method. [Means for solving the problem]

[0008] The first aspect of the present invention is 1. A side impact test device for an automobile center pillar, which performs a side impact test of the center pillar using a test subject having a center pillar of the automobile, a locker simulation part simulating a locker of the automobile connected to a lower end of the center pillar, and a roof rail simulation part simulating a roof rail of the automobile connected to an upper end of the center pillar, A collision body having a stepped collision surface in which a lower section protrudes more than an upper section and is caused to collide with the center pillar; a rocker support including a pair of first support members each having a first terminal portion at an outer end portion in the vehicle width direction, a first base end portion at an inner end portion in the vehicle width direction, and a first thin portion located between the first terminal portion and the first base end portion and having a thickness thinner than the first terminal portion and the first base end portion, the rocker support supporting a front end portion and a rear end portion of the rocker simulation portion at each of the first terminal portions of the pair of first support members; A roof rail support member for supporting the roof rail simulation portion; Equipped with each of the pair of first support members is configured such that, when the impact body impacts the center pillar, the first thin-walled portion is bent, and the first end portion rotates relative to the first base end portion with the first thin-walled portion as a starting point; The rocker simulation portion is configured to translate in the vehicle width direction and rotate around the vehicle front-rear direction along the first end portion, thereby providing an automobile center pillar side impact test device.

[0009] According to this configuration, the rocker simulation part is supported by the rocker support so that the first thin-walled part is bent to translate in the vehicle width direction and rotate around the vehicle front-rear direction, so that the rotation and translation of the rocker in the full vehicle test can be reproduced. In particular, since the phenomenon in which the rocker simulation part translates as if it is pulled upward can be reproduced, the deformation state of the center pillar close to that in the full vehicle test can be reproduced. In addition, since the rotation and translation of the rocker simulation part are possible with a simple configuration of bending the first thin-walled part, a complicated configuration can be avoided. The rotation resistance can be adjusted by changing the thickness or material properties, etc. of the first thin-walled part. Preferably, a full vehicle test or a side collision overall analysis simulating this is performed, the rotation center is obtained from the rotation trajectory of the rocker, and the first thin-walled part is arranged at the rotation center to improve reproducibility. Also preferably, the thickness or material properties, etc. of the first thin-walled part are adjusted according to the results of the full vehicle test or the side collision overall analysis simulating this. The greater the thickness of the first thin-walled part, the greater the rotation resistance, and the harder the material properties of the first thin-walled part, the greater the rotation resistance. In addition, since the collision body has a stepped collision surface, it is possible to simulate the front shape of a car, including the bumper, in a full vehicle test.

[0010] The first thin portion may be formed as a remaining portion of a first notch that is cut out so as to open upward in the vehicle vertical direction, and the first notch may have an opening that increases toward the top.

[0011] According to this configuration, because the first notch opens upward, the first thin-walled portion bends so that the first end portion is lifted upward upon impact with the impact body. This makes it possible to more reliably reproduce the phenomenon in which the rocker simulation portion translates as if being pulled upward. In addition, because the opening of the first notch is larger toward the top, it is possible to prevent the first notch from unintentionally closing as the first thin-walled portion bends, thereby preventing the rotation and translation of the rocker simulation portion from unintentionally stopping.

[0012] The roof rail support may include a wall member that simply supports the roof rail simulation portion so as to stop translation of the roof rail simulation portion in the vehicle width direction while allowing translation in the vehicle up-down direction and rotation about the vehicle fore-and-aft direction.

[0013] With this configuration, it is possible to easily realize a configuration in which the wall member stops translation of the roof rail simulation part in the vehicle width direction while allowing translation in the vehicle up-down direction and rotation about the vehicle front-rear direction. This is close to a full vehicle test and ensures high reproducibility. In addition, the roof rail support body can be constructed simply and inexpensively. Furthermore, since the roof rail has a smaller cross section than a rocker and has low rotational resistance, the reproducibility of the deformation state of the center pillar can be maintained to a certain extent even in a simple support (free rotation).

[0014] The roof rail support may include a pair of second support members each having a second terminal portion at an outer end portion in the vehicle width direction, a second base end portion at an inner end portion in the vehicle width direction, and a second thin portion located between the second terminal portion and the second base end portion and having a thickness thinner than the second terminal portion and the second base end portion, and the second terminal portions of the pair of second support members may support a front end portion and a rear end portion of the roof rail simulation portion, Each of the pair of second support members may be configured such that, when the impact body impacts the center pillar, the second thin-walled portion is bent, and the second end portion rotates relative to the second base end portion from the second thin-walled portion as a starting point, The roof rail simulation portion may be configured to translate in the vehicle width direction and rotate about the vehicle front-rear direction by rotating together with the second end portion.

[0015] According to this configuration, the roof rail simulation part is supported by the roof rail support so that the second thin wall part is bent to translate in the vehicle width direction and rotate around the vehicle front-rear direction, so that the rotation and translation of the roof rail in the full vehicle test can be reproduced. In particular, since the phenomenon in which the roof rail simulation part translates as if it is pulled downward can be reproduced, the deformation state of the center pillar close to that in the full vehicle test can be reproduced. In addition, since the rotation and translation of the roof rail simulation part are possible with a simple configuration of bending the second thin wall part, a complicated configuration can be avoided. The rotation resistance can be adjusted by changing the thickness or material properties, etc. of the second thin wall part. Preferably, a full vehicle test or a side collision overall analysis simulating this is performed, the rotation center is obtained from the rotation trajectory of the roof rail, and the second thin wall part is arranged at the rotation center to improve reproducibility. Also preferably, the thickness or material properties, etc. of the second thin wall part are adjusted according to the results of the full vehicle test or the side collision overall analysis simulating this. The thicker the second thin-walled portion is, the greater the rotational resistance is, and the harder the material of the second thin-walled portion is, the greater the rotational resistance is.

[0016] The second thin portion may be formed as a remaining portion of a second notch that is cut out so as to open downward in the vehicle up-down direction, and the second notch may have an opening that is larger downward.

[0017] According to this configuration, since the second notch opens downward, the second thin-walled portion bends so that the second end portion falls downward upon impact with the colliding body. Therefore, the phenomenon in which the roof rail simulation portion translates as if being pulled downward can be reproduced more reliably. In addition, since the opening of the second notch is larger toward the bottom, it is possible to prevent the second notch from unintentionally closing due to bending of the second thin-walled portion, thereby preventing the rotation and translation of the roof rail simulation portion from being unintentionally stopped.

[0018] A second aspect of the present invention is A test condition determination method for determining at least one of material characteristics, shapes, and dimensions of at least one of the impact body, the rocker support, and the roof rail support in the vehicle center pillar side collision test device according to any one of claims 1 to 5, comprising: The first deformation state is obtained by modeling the entire vehicle and performing a side impact global analysis. A side collision partial analysis is performed by modeling the test object and the side collision test device to obtain a second deformation state; repeating the side impact partial analysis by changing at least one of material properties, shapes, and dimensions of at least one of the impact body, the rocker support, and the roof rail support until a difference between the first deformation state and the second deformation state becomes equal to or less than a predetermined value; At least one of the material characteristics, the shape, and the dimension of at least one of the impact body, the rocker support, and the roof rail support when the difference becomes equal to or less than the predetermined value is determined as a test condition. The present invention provides a method for determining test conditions, the method comprising:

[0019] According to this method, by comparing the overall side impact analysis and the partial side impact analysis, at least one of the material properties, shapes, and dimensions of the impact body, the rocker support, and the roof rail support can be easily determined as the test conditions. The difference between the first deformation state and the second deformation state may simply be the difference in the amount of deformation, or may be the difference in a parameter that contributes to the deformation, such as the bending moment.

[0020] A third aspect of the present invention is A test specimen is prepared, the test specimen having a center pillar of an automobile, a locker simulation part simulating a locker of the automobile connected to a lower end of the center pillar, and a roof rail simulation part simulating a roof rail of the automobile connected to an upper end of the center pillar, a side collision test device including: an impact body having a stepped impact surface with a lower section protruding more than an upper section and to be impacted against the center pillar; a pair of first support members each having a first end section at an outer end section in the vehicle width direction, a first base end section at an inner end section in the vehicle width direction, and a first thin-walled section located between the first end section and the first base end section and having a thickness thinner than the first end section and the first base end section; a rocker support body supporting a front end section and a rear end section of the rocker simulation section at the first end section of each of the pair of first support members; and a roof rail support body supporting the roof rail simulation section; The test subject is set in the side collision test device, The impact object is caused to impact the center pillar, Bending the first thin portion to rotate the first distal end portion relative to the first proximal end portion from the first thin portion; The rocker simulation portion is moved in a translational direction in the width direction of the vehicle and rotated around the front-rear direction of the vehicle along the first end portion. The present invention provides a method for testing a side impact of a center pillar of an automobile, the method including:

[0021] According to this method, similar to the above, it is possible to reproduce the deformation state of the center pillar close to that of a full vehicle test with a simple configuration. Effect of the Invention

[0022] According to the present invention, in a side impact test device for an automobile center pillar, a test condition determination method, and a side impact test method, it is possible to reproduce a deformation state close to that in a full vehicle test with a simple configuration. [Brief description of the drawings]

[0023] [Figure 1] 1 is a perspective view of a side impact test device for an automobile center pillar according to a first embodiment of the present invention. [Diagram 2] A side view of the center pillar before deformation caused by the side impact test device in Figure 1. [Diagram 3] A side view of the center pillar after deformation using the side impact test device in Figure 1. [Figure 4] 13 is a flowchart showing a test condition determination method. [Diagram 5] A graph comparing the results of the three analyses. [Figure 6] FIG. 11 is a perspective view of a side impact test device for an automobile center pillar according to a second embodiment. [Figure 7] A side view of the center pillar before deformation by the side impact test device in Figure 6. [Figure 8] A side view of the center pillar after deformation using the side impact test device in Figure 6. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0024] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0025] (First embodiment)

[0026] 1 shows a perspective view of a side impact test device 1 for an automobile center pillar 110 according to a first embodiment of the present invention. The side impact test device 1 performs a side impact test for the center pillar 110 using a test subject 100 including the center pillar 110.

[0027] In Fig. 1, the center pillar 110 is shown in an upright state so that the posture of the center pillar 110 in a side impact test is the same as when it is installed in an automobile. In the figure, the inward (inner) direction in the vehicle width direction is indicated by the symbol X, and the opposite direction is indicated as the outward (outside). Furthermore, the upward (upper side) direction in the vehicle vertical direction is indicated by the symbol Y, and the opposite direction is indicated as the downward (lower side). Furthermore, the backward (rear side) direction in the vehicle longitudinal direction is indicated by the symbol Z, and the opposite direction is indicated as the forward (front side). This is the same in the subsequent figures.

[0028] The configuration of the test object 100 will be described.

[0029] The test piece 100 has a center pillar 110 of an automobile, a roof rail simulation portion 120 connected to an upper end portion 111 of the center pillar 110, and a rocker simulation portion 130 connected to a lower end portion 112 of the center pillar 110.

[0030] The center pillar 110 is a component to be evaluated in a side collision test by the side collision test device 1. In this embodiment, the center pillar 110 has a roughly T-shape when viewed from the vehicle width direction, and is configured by bonding together an outer panel 110a located on the outer side in the vehicle width direction and an inner panel 110b located on the inner side in the vehicle width direction. The outer panel 110a and the inner panel 110b are made of metal plates such as steel plates. The center pillar 110 may have a multi-layer structure with reinforcing parts inside, or a structure divided into upper and lower parts.

[0031] The roof rail simulation portion 120 is a member extending in the vehicle longitudinal direction simulating the roof rail of an automobile. The roof rail simulation portion 120 is, for example, a portion of the roof rail of an actual vehicle cut along a plane perpendicular to the vehicle longitudinal direction before and after a connection portion with an upper end portion 111 of a center pillar 110. However, the form of the roof rail simulation portion 120 is not particularly limited.

[0032] The locker simulation section 130 is a member extending in the vehicle longitudinal direction simulating an automobile locker. The locker simulation section 130 is, for example, a section of the locker of an actual vehicle cut along a plane perpendicular to the vehicle longitudinal direction before and after the connection with the lower end portion 112 of the center pillar 110. However, the form of the locker simulation section 130 is not particularly limited.

[0033] The configuration of the side collision test device 1 will be described.

[0034] The side collision test device 1 has a collision body 10, a roof rail support 20, and a rocker support 30.

[0035] The collision body 10 has a stepped collision surface 13 with a lower section 11 protruding further than an upper section 12. The lower section 11 simulates an automobile bumper. The upper section 12 simulates the vehicle body of the automobile. In the test, the collision body 10 is moved horizontally from the side of the test subject 100 (outside in the vehicle width direction) so as to press the collision surface 13 against the center pillar 110, causing it to collide with the side surface of the center pillar 110.

[0036] In the illustrated example, the lower stage 11 and the upper stage 12 of the impactor 10 are configured as separate bodies, but they may be configured as an integrated body. Preferably, the dimensions of the upper stage 12 and the lower stage 11 are adjustable. For example, the amount of protrusion of the lower stage 11 relative to the upper stage 12 may be configured to be adjustable.

[0037] The roof rail support 20 supports the roof rail simulation portion 120. The roof rail support 20 includes a wall member 21 that simply supports the roof rail simulation portion 120 so as to stop translation of the roof rail simulation portion 120 in the vehicle width direction and to allow translation in the vehicle up-down direction and rotation about the vehicle front-rear direction.

[0038] The wall member 21 is generally rectangular parallelepiped-shaped and longer than the roof rail simulation portion 120 in the vehicle longitudinal direction. The wall member 21 abuts against the roof rail simulation portion 120 over the entire vehicle longitudinal direction, and simply supports it. Preferably, as shown in the figure, the outer lower end of the wall member 21 in the vehicle width direction is chamfered to form a chamfered portion 21a. This makes it easier to avoid interference between the center pillar 110 and the wall member 21 as the center pillar 110 deforms, which will be described later.

[0039] The rocker support 30 includes a pair of first support members 31 that support the rocker simulation portion 130 .

[0040] In this embodiment, each of the pair of first support members 31 has a generally rectangular prism shape extending in the vehicle width direction. Each of the pair of first support members 31 is made of a metal such as steel. Each of the pair of first support members 31 has a first terminal portion 32 at an outer end in the vehicle width direction, a first base end portion 33 at an inner end in the vehicle width direction, and a first thin-walled portion 34 located between the first terminal portion 32 and the first base end portion 33 and having a thickness thinner than the first terminal portion 32 and the first base end portion 33.

[0041] In this embodiment, the first thin portion 34 is formed as a remaining portion of a first notch 35 that is cut out so as to open upward in the vehicle vertical direction. The opening of the first notch 35 increases toward the top. In detail, the opening of the first notch 35 increases toward the top in the vehicle width direction. In the illustrated example, the first notch 35 is generally triangular when viewed from the vehicle longitudinal direction.

[0042] The rocker support 30 supports the front end 131 and the rear end 132 of the rocker simulation part 130 at the first end portions 32 of each of a pair of first support members 31 via a fixed plate 36. The fixed plate 36 is a rectangular metal plate for stabilizing the support, and may be omitted if necessary.

[0043] Although details will be described later, with the above configuration, each of the pair of first support members 31 is configured so that when the collision body 10 collides with the center pillar 110, the first thin-walled portion 34 bends, causing the first end portion 32 to rotate relative to the first base end portion 33, starting from the first thin-walled portion 34. The rocker simulation portion 130 is configured to translate in the vehicle width direction and rotate around the vehicle front-rear direction along with the first end portion 32.

[0044] A side collision test method using the side collision test device 1 will be described with reference to FIGS.

[0045] Figure 2 shows a side view of the center pillar 110 before deformation by the side collision test device 1. Figure 3 shows a side view of the center pillar 110 after deformation by the side collision test device 1. In Figures 2 and 3, the portion surrounded by the dashed circle is shown enlarged.

[0046] Referring to Figure 2, the thickness t1 of the first thin-walled portion 34 is smaller than the thickness t2 of the first end portion 32 and the thickness t3 of the first base end portion 33 (t1 < t2, t1 < t3). In this embodiment, the thickness t2 of the first end portion 32 and the thickness t3 of the first base end portion 33 are of the same size (t2 = t3).

[0047] First, the test specimen 100 and the side collision test device 1 are prepared, and the test specimen 100 is set in the side collision test device 1 (see Figure 2). Next, the collision surface 13 of the collision body 10 is made to collide with the side surface of the center pillar 110 (see Figure 3). Then, as the first thin-walled portion 34 bends, the first end portion 32 rotates with respect to the first base end portion 33 starting from the first thin-walled portion 34. And the rocker simulation portion 130 translates in the vehicle width direction and rotates around the vehicle longitudinal direction along with the first end portion 32. At this time, the rocker simulation portion 130 moves so as to be drawn upward. Also, the roof rail simulation portion 120 is stopped from translating in the vehicle width direction by the wall surface member 21. At this time, since the roof rail simulation portion 120 is allowed to translate in the vehicle vertical direction and rotate around the vehicle longitudinal direction, it rotates around the vehicle longitudinal direction and moves so as to be drawn downward.

[0048] Referring to Figure 4, the test condition determination method will be described.

[0049] Figure 4 shows a flowchart showing the test condition determination method.

[0050] The test condition determination method determines at least one of the material properties, shape, and dimensions of at least one of the collision body 10, the rocker support 30, and the roof rail support 20 in the side collision test device 1 as the test conditions.

[0051] When the test condition determination method is started, the entire automobile is modeled and a first deformation state is obtained by performing a side impact global analysis (step S1). The side impact global analysis is an analysis that simulates a full vehicle test, and an existing analysis method such as the finite element method can be used.

[0052] Next, a second deformation state is obtained by performing a side collision partial analysis in which the test subject 100 and the side collision test device 1 are modeled (step S2). The side collision partial analysis is an analysis that simulates a collision test using the side collision test device 1 of this embodiment, and an existing analysis method such as the finite element method can be used.

[0053] Next, it is determined whether or not the difference between the first and second deformation states is equal to or smaller than a predetermined value (step S3). The difference used as the criterion here may simply be the difference in the amount of deformation, or may be the difference in a parameter that contributes to the deformation, such as bending moment.

[0054] If the difference is not equal to or less than a predetermined value (N: step S3), at least one of the material properties, shapes, and dimensions of the collision body 10, the rocker support 30, and the roof rail support 20 is changed as a parameter (step S4). If the difference is equal to or less than a predetermined value (Y: step S3), at least one of the material properties, shapes, and dimensions of the collision body 10, the rocker support 30, and the roof rail support 20 is determined as a test condition (step S5). This ends the test condition determination method.

[0055] With reference to FIG. 5, the test condition determination method will be described using an example.

[0056] 5 shows a graph comparing the results of the three analyses. The vertical axis shows the height [mm] of the center pillar 110, and the horizontal axis shows the bending moment [kNm] acting on the center pillar 110.

[0057] The graph with circles connected by a solid line shows the results of an overall side impact analysis. The graph with squares connected by a rough dashed line shows the results of a partial side impact analysis using an impactor 10 with a step shape. The graph with triangles connected by a fine dashed line shows the results of a partial side impact analysis using an impactor 10 that does not have a step shape (impact surface 13 is flat). All of the results show the bending moment at multiple specified heights of the center pillar 110, allowing the deformation state to be confirmed visually and numerically.

[0058] In the above test condition determination method, first, a first deformation state is obtained as a result of the entire side collision analysis (a graph in which circles are connected by a solid line) (step S1 in FIG. 4). Next, a second deformation state is obtained as a result of a partial side collision analysis using a collision body 10 that does not have a step shape (a collision surface 13 is flat) (a graph in which triangles are connected by a fine dashed line) (step S2 in FIG. 4). Then, the sum of bending moments at a plurality of heights is calculated for each analysis result, and the difference is taken as the difference between the first deformation state and the second deformation state. In the illustrated example, it is determined that the difference is not equal to or less than a predetermined value (N: step S3), and the shape of the collision surface 13 of the collision body 10 is changed to a step shape (step S4 in FIG. 4). Then, a second deformation state is obtained as a result of a partial side collision analysis using a collision body 10 that has a step shape (a graph in which squares are connected by a rough dashed line) (step S2 in FIG. 4). The difference is calculated again in the same manner, and it is determined that the difference is equal to or smaller than the predetermined value (Y: step S3), and the shape of the impactor 10 is determined as the test condition (step S5 in FIG. 4).

[0059] In the above example, the shape of the impact body 10 is determined as the test condition, but in a similar manner, at least one of the material properties, shapes, and dimensions of at least one of the impact body 10, the rocker support 30, and the roof rail support 20 can be determined as the test condition.

[0060] According to this embodiment, the following advantageous effects are obtained.

[0061] The rocker simulation part 130 is supported by the rocker support 30 so that the first thin-walled part 34 is bent to translate in the vehicle width direction and rotate around the vehicle front-rear direction, so that the rotation and translation of the rocker in the full vehicle test can be reproduced. In particular, the phenomenon in which the rocker simulation part 130 translates as if it is pulled upward can be reproduced, so that the deformation state of the center pillar 110 close to that in the full vehicle test can be reproduced. In addition, since the rotation and translation of the rocker simulation part 130 are possible with a simple configuration of bending the first thin-walled part 34, a complex configuration can be avoided. The rotation resistance can be adjusted by changing the thickness or material properties, etc. of the first thin-walled part 34. Preferably, a full vehicle test or a side collision overall analysis simulating this is performed, the center of rotation is obtained from the rotation trajectory of the rocker, and the first thin-walled part 34 is arranged at the center of rotation to improve reproducibility. Also preferably, the thickness or material properties, etc. of the first thin-walled part 34 are adjusted according to the results of the full vehicle test or the side collision overall analysis simulating this. The greater the thickness of the first thin-walled portion 34, the greater the rotational resistance, and the harder the material properties of the first thin-walled portion 34, the greater the rotational resistance. In addition, since the collision body 10 has a stepped collision surface 13, it is possible to simulate the front shape of an automobile including the bumper in a full vehicle test.

[0062] In addition, because the first notch 35 opens upward, the first thin-walled portion 34 bends so that the first end portion 32 is lifted upward upon impact with the impact body 10. This makes it possible to more reliably reproduce the phenomenon in which the rocker simulation portion 130 translates as if being pulled upward. In addition, because the opening of the first notch 35 is larger toward the top, it is possible to prevent the first notch 35 from unintentionally closing as the first thin-walled portion 34 bends, thereby preventing the rotation and translation of the rocker simulation portion 130 from unintentionally stopping.

[0063] Furthermore, the wall member 21 can easily realize a configuration that stops translation of the roof rail simulation portion 120 in the vehicle width direction while allowing translation in the vehicle up-down direction and rotation about the vehicle front-rear direction. This is close to a full vehicle test, and a high degree of reproducibility can be ensured. Furthermore, the roof rail support body 20 can be constructed simply and inexpensively. Furthermore, since the roof rail has a smaller cross section than a rocker and has a smaller rotational resistance, a certain degree of reproducibility of the deformation state of the center pillar 110 can be maintained even in a simple support (free rotation).

[0064] In addition, by comparing the overall side impact analysis and the partial side impact analysis, at least one of the material properties, shapes, and dimensions of at least one of the impact body 10, the rocker support 30, and the roof rail support 20 can be easily determined as test conditions.

[0065] Second embodiment

[0066] The side impact test device 1 for an automobile center pillar 110 of the second embodiment shown in Fig. 6 differs from the first embodiment in the configuration of the roof rail support 20. Other configurations are substantially the same as those of the first embodiment. Therefore, the description of the parts shown in the first embodiment may be omitted.

[0067] In this embodiment, the roof rail support 20 includes a pair of second support members 22 that support the roof rail simulation portion 120. Note that in this embodiment, the roof rail support 20 does not include the wall member 21 (see FIG. 1) in the first embodiment.

[0068] In this embodiment, each of the pair of second support members 22 is a generally rectangular prism extending in the vehicle width direction. Each of the pair of second support members 22 is made of a metal such as steel. Each of the pair of second support members 22 has a second terminal portion 23 at an outer end in the vehicle width direction, a second base end portion 24 at an inner end in the vehicle width direction, and a second thin-walled portion 25 located between the second terminal portion 23 and the second base end portion 24 and having a thickness thinner than the second terminal portion 23 and the second base end portion 24.

[0069] In this embodiment, the second thin-walled portion 25 is formed as a remaining portion of a second notch 26 that is notched so as to open downward in the vehicle up-and-down direction. The second notch 26 has a larger opening amount toward the lower side. Specifically, the second notch 26 opens wider in the vehicle width direction toward the lower side. In the illustrated example, the second notch 26 is generally triangular when viewed from the vehicle front-rear direction.

[0070] The roof rail support 20 supports the front end portion 121 and the rear end portion 122 of the roof rail simulation portion 120 via a fixing plate 27 at the second end portions 23 of the pair of second support members 22. The fixing plate 27 is a rectangular metal plate for stabilizing the support and can be omitted as necessary.

[0071] Each of the pair of second support members 22 is configured such that when the collision body 10 collides with the center pillar 110, the second thin-walled portion 25 bends, and the second end portion 23 rotates with respect to the second base end portion 24 starting from the second thin-walled portion 25. And the roof rail simulation portion 120 is configured to translate in the vehicle width direction and rotate around the vehicle front-rear direction along with the second end portion 23.

[0072] With reference to FIGS. 7 and 8, a side collision test method using the side collision test device 1 will be described.

[0073] FIG. 7 shows a side view of the center pillar 110 before deformation by the side collision test device 1. FIG. 8 shows a side view of the center pillar 110 after deformation by the side collision test device 1. In FIGS. 7 and 8, the portion surrounded by the broken-line circle is shown enlarged.

[0074] With reference to FIG. 7, the thickness t4 of the second thin-walled portion 25 is smaller than the thickness t5 of the second end portion 23 and the thickness t6 of the second base end portion 24 (t4 < t5, t4 < t6). In this embodiment, the thickness t5 of the second end portion 23 and the thickness t6 of the second base end portion 24 are the same (t5 = t6).

[0075] First, the test subject 100 and the side impact test device 1 are prepared, and the test subject 100 is set in the side impact test device 1 (see FIG. 7). Next, the impact surface 13 of the impact body 10 is impacted against the side surface of the center pillar 110 (see FIG. 8). Then, the second thin-walled portion 25 is bent, and the second end portion 23 rotates relative to the second base end portion 24 with the second thin-walled portion 25 as the starting point. Then, the roof rail simulation portion 120 translates in the vehicle width direction and rotates around the vehicle front-rear direction along with the second end portion 23. At this time, the roof rail simulation portion 120 moves so as to be pulled downward. The rocker simulation portion 130 moves in the same manner as in the first embodiment.

[0076] According to this embodiment, the following advantageous effects are obtained.

[0077] The roof rail simulation part 120 is supported by the roof rail support 20 so that the second thin wall part 25 is bent to translate in the vehicle width direction and rotate around the vehicle front-rear direction, so that the rotation and translation of the roof rail in the full vehicle test can be reproduced. In particular, the phenomenon in which the roof rail simulation part 120 translates as if it is pulled downward can be reproduced, so that the deformation state of the center pillar 110 close to that in the full vehicle test can be reproduced. In addition, since the rotation and translation of the roof rail simulation part 120 are possible with a simple configuration of bending the second thin wall part 25, a complicated configuration can be avoided. The rotation resistance can be adjusted by changing the thickness or material properties of the second thin wall part 25. Preferably, a full vehicle test or a side collision overall analysis simulating this is performed, the rotation center is obtained from the rotation trajectory of the roof rail, and the second thin wall part 25 is arranged at the rotation center to improve reproducibility. Also preferably, the thickness or material properties of the second thin wall part 25 are adjusted according to the results of the full vehicle test or the side collision overall analysis simulating this. The thicker the second thin portion 25 is, the greater the rotational resistance becomes. The harder the material property of the second thin portion 25 is, the greater the rotational resistance becomes.

[0078] In addition, because the second notch 26 opens downward, the second thin-walled portion 25 is bent so that the second end portion 23 falls downward upon impact with the impact body 10. This makes it possible to more reliably reproduce the phenomenon in which the roof rail simulating portion 120 translates so as to be pulled downward. In addition, because the opening of the second notch 26 is larger toward the bottom, it is possible to prevent the second notch 26 from unintentionally closing as the second thin-walled portion 25 bends, thereby preventing the rotation and translation of the roof rail simulating portion 120 from unintentionally stopping.

[0079] Although specific embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made within the scope of the present invention. [Explanation of symbols]

[0080] 1. Side impact test equipment 10 Collider 11 Lower 12 Upper 13 Collision surface 20 Roof rail support 21 Wall components 21a Chamfered part 22 Second support member 23 Second end 24 Second proximal end 25 2nd thin section 26 Second notch 27 Fixed plate 30 Rocker support 31 First support member 32 First end 33 First proximal end 34 1st thin section 35 First notch 36 Fixed plate 100 Test subject 110 Center pillar 110a Outer Panel 110b Inner Panel 111 Upper end 112 Lower end 120 Roof rail simulation part 121 Front end 122 Rear end 130 Locker Mock Section 131 Front end 132 Rear end

Claims

1. 1. A side impact test device for an automobile center pillar, which performs a side impact test of the center pillar using a test subject having a center pillar of the automobile, a locker simulation part simulating a locker of the automobile connected to a lower end of the center pillar, and a roof rail simulation part simulating a roof rail of the automobile connected to an upper end of the center pillar, A collision body having a stepped collision surface in which a lower section protrudes more than an upper section and is caused to collide with the center pillar; a pair of first support members each having a first terminal portion at an outer end in the vehicle width direction, a first base end portion at an inner end in the vehicle width direction, and a first thin portion located between the first terminal portion and the first base end portion and having a thickness thinner than the first terminal portion and the first base end portion, the pair of first support members supporting a front end portion and a rear end portion of the rocker simulation portion at the first terminal portion of each of the pair of first support members; A roof rail support member for supporting the roof rail simulation portion; Equipped with each of the pair of first support members is configured such that, when the impact body impacts the center pillar, the first thin-walled portion is bent, and the first end portion rotates relative to the first base end portion with the first thin-walled portion as a starting point; The rocker simulation portion is configured to translate in the vehicle width direction and rotate around the vehicle front-rear direction along the first end portion.

2. 2. The side impact test device for an automobile center pillar according to claim 1, wherein the first thin-walled portion is formed as a remaining portion of a first notch that is cut out so as to open upward in the vehicle vertical direction, and the opening of the first notch becomes larger the further upward.

3. 3. The side impact test device for an automobile center pillar as described in claim 1 or 2, wherein the roof rail support includes a wall member that simply supports the roof rail simulation portion so as to stop translation of the roof rail simulation portion in the vehicle width direction while allowing translation in the vehicle up-down direction and rotation about the vehicle fore-aft direction.

4. the roof rail support includes a pair of second support members each having a second terminal portion at an outer end portion in a vehicle width direction, a second base end portion at an inner end portion in a vehicle width direction, and a second thin portion located between the second terminal portion and the second base end portion and having a thickness thinner than the second terminal portion and the second base end portion, and the second terminal portions of the pair of second support members support a front end portion and a rear end portion of the roof rail simulation portion, each of the pair of second support members is configured such that, when the impact body impacts the center pillar, the second thin-walled portion is bent, and the second end portion rotates relative to the second base end portion with the second thin-walled portion as a starting point; 3. The side impact test device for an automobile center pillar according to claim 1, wherein the roof rail simulation portion is configured to rotate together with the second end portion to translate in the vehicle width direction and rotate around the vehicle front-rear direction.

5. 5. The side impact test device for an automobile center pillar according to claim 4, wherein the second thin-walled portion is formed as a remaining portion of a second notch that is cut out so as to open downward in the vehicle vertical direction, and the opening of the second notch is larger toward the bottom.

6. A test condition determination method for determining at least one of material characteristics, shapes, and dimensions of at least one of the impact body, the rocker support, and the roof rail support in the vehicle center pillar side collision test device according to any one of claims 1 to 5, comprising: A first deformation state is obtained by modeling the entire vehicle and performing a side impact global analysis; A side collision partial analysis is performed by modeling the test object and the side collision test device to obtain a second deformation state; repeating the side impact partial analysis by changing at least one of material properties, shapes, and dimensions of at least one of the impact body, the rocker support, and the roof rail support until a difference between the first deformation state and the second deformation state becomes equal to or less than a predetermined value; At least one of the material characteristics, the shape, and the size of at least one of the impact body, the rocker support, and the roof rail support when the difference becomes equal to or less than the predetermined value is determined as a test condition. A method for determining test conditions, comprising:

7. A test specimen is prepared, the test specimen having a center pillar of an automobile, a locker simulation part simulating a locker of the automobile connected to a lower end of the center pillar, and a roof rail simulation part simulating a roof rail of the automobile connected to an upper end of the center pillar, a side collision test device including: an impact body having a stepped impact surface with a lower section protruding more than an upper section, the impact body being caused to impact with the center pillar; a pair of first support members each having a first end section at an outer end section in the vehicle width direction, a first base end section at an inner end section in the vehicle width direction, and a first thin-walled section located between the first end section and the first base end section and having a thickness thinner than the first end section and the first base end section; a rocker support body supporting a front end section and a rear end section of the rocker simulation section at the first end section of each of the pair of first support members; and a roof rail support body supporting the roof rail simulation section; The test subject is set in the side collision test device, The impact object is caused to impact the center pillar, Bending the first thin portion to rotate the first distal end relative to the first proximal end from the first thin portion; The rocker simulation portion is moved in a translational direction in the vehicle width direction and rotated around the vehicle front-rear direction along the first end portion. A side impact test method for a center pillar of an automobile, comprising:

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