Vehicle collision test device

Abstract

To provide a vehicle collision testing apparatus which can make a test vehicle accurately collide with a collision object and properly perform imaging from the inside of a pit.SOLUTION: A vehicle collision testing apparatus according to the present invention for performing a test that makes a test vehicle T collide with a collision object comprises: a dolly device which is towed by a wire rope for traction; a traction tool which may take a state of being connected to the test vehicle via a wire rope for connection and connected to the dolly device and a state of being disconnected from the dolly device; a first guide rail which allows the dolly device to travel toward a pit; and a second guide rail which is arranged on the downstream side of the first guide rail and allows the traction tool disconnected from the dolly device to travel. The second guide rail is installed in at least a portion on the upper side of the pit. A width of the second guide rail is smaller than a width of the first guide rail.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to a vehicle collision test apparatus for, for example, colliding a test vehicle with a collision wall, or colliding two test vehicles and testing or photographing the damage condition thereof.

Background Art

[0002] As a vehicle collision test apparatus, for example, Patent Document 1 discloses a vehicle collision test apparatus that collides a test vehicle with a collision wall, and Patent Document 2 discloses a vehicle collision test apparatus that collides two test vehicles (such as a head-on collision). The conventional vehicle collision test apparatus 501 is, as shown in FIGS. 13(a) and 13(b), a test vehicle T (T1) that is caused to travel at a predetermined speed by being towed by an endless towing wire rope Wa, and is collided with a collision wall or another test vehicle T2 that is traveling, in order to test or photograph the damage condition thereof. The test vehicle T is connected to a dolly device (skater) D via a connecting wire rope Wb. The dolly device D has a clamping device, and the towing wire rope Wa is engaged by the clamping device.

[0003] Then, when the towing wire rope Wa is towed by a driving means such as a winch (not shown), the test vehicle T is pulled by the dolly device D traveling on the guide rail G and travels straight. When the test vehicle T reaches a predetermined speed, a trigger lever (not shown) attached to the dolly device D is collided with a striker 503 fixedly arranged near the guide rail G to disconnect the test vehicle T and the towing wire rope Wa, and the test vehicle T (T1) is allowed to run by itself and collided with a collision wall or another test vehicle T2 that is traveling. Note that a pit 502 for installing photographing equipment etc. is located immediately before the collision wall or below the point where two test vehicles collide.

Prior Art Documents

Patent Documents

[0004] Patent Document 1 Japanese Unexamined Patent Application Publication No. 2003-65889 Patent Document 2 Japanese Unexamined Patent Application Publication No. 2002-340732 Summary of the Invention Problems to be Solved by the Invention

[0005] As shown in FIGS. 13(a) and 13(b), in the conventional vehicle collision test apparatus 501, since the self-running of the test vehicle T (T1) is started before the test vehicle T (T1) reaches the pit 502, the distance that the test vehicle T (T1) runs without being restrained after being separated from the dolly device D becomes long, and it is difficult for the test vehicle T (T1) to accurately collide with the collision wall or the other test vehicle T2 that is being run in the left-right direction.

[0006] Therefore, in order to coast the test vehicle T (T1) separated from the dolly device D without shifting in the left-right direction and accurately collide with the collision wall or the other test vehicle T2 that is being run, it is preferable to restrain and tow the test vehicle T (T1) with the dolly device D until immediately before the collision wall or the other test vehicle T2 that is being run. For that purpose, as shown in FIGS. 14(a) and 14(b), it is necessary to install the guide rail G on which the dolly device D runs also above the pit 502. The upper opening of the pit is covered by, for example, a transparent or translucent pit cover (acrylic pit cover) flush with the running road surface. The pit and this pit cover are collectively referred to as the acrylic pit here. Also, the central collision point indicates the collision point where the two test vehicles collide.

[0007] As described above, the dolly device D has a clamping device that clamps the towing wire rope Wa. In the clamping device C, for example, the towing wire rope Wa is clamped by the tightening torque of the tightening bolt. In that case, in order to obtain sufficient tightening strength, it is necessary to use a relatively large tightening bolt, and it is difficult to miniaturize the clamping device C.

[0008] Therefore, the width of the guide rail G on which the dolly device D travels becomes relatively large. When the guide rail G is installed above the pit 502, the guide rail G becomes a blind spot for shooting when shooting upward from within the pit 502, and it may be difficult to shoot properly.

[0009] The present invention has been made paying attention to such problems, and the main object is to provide a vehicle collision test device that can accurately collide a test vehicle with a collision target and can be properly photographed from within a pit.

Means for Solving the Problems

[0010] That is, the vehicle collision test device according to the present invention is a vehicle collision test device that performs a test of colliding a test vehicle with a collision target, and includes a dolly device towed by a towing wire rope, and is connected to the test vehicle via a connecting wire rope. And a towing jig that can be in a state of being connected to the dolly device and a state of being disconnected from the dolly device, a first guide rail that causes the dolly device to travel toward the pit, and a downstream side of the first guide rail. And a second guide rail for running the towing jig separated from the dolly device, wherein the second guide rail is installed at least partially above the pit, and the width of the second guide rail is smaller than the width of the first guide rail.

[0011] In the vehicle collision test device according to the present invention, the test vehicle can be coasted so as not to shift in the left-right direction and accurately collided with the collision target. In addition, since the width of the second guide rail installed above the pit is small, it is possible to suppress the second guide rail from becoming a dead angle of shooting when shooting from above in the pit, and appropriate shooting can be performed.

[0012] In the vehicle collision test device according to the present invention, a first brake device for decelerating the traveling speed of the dolly device in a state where the traction jig is connected is attached to the first guide rail, and the traction jig is characterized in that it is detached from the dolly device when the traveling speed of the dolly device is decelerated by the first brake device.

[0013] In the vehicle collision test device according to the present invention, due to the impact when the dolly device collides with the first brake device, the traction jig can be easily detached from the dolly device.

[0014] In the vehicle collision test device according to the present invention, the dolly device has a hole portion, and the traction jig has a shaft that can be fitted into the hole portion, and the traction jig is connected so as not to rotate with respect to the dolly device when the shaft is fitted into the hole portion.

[0015] In the vehicle collision test device according to the present invention, when the traction jig is connected to the dolly device, it is possible to suppress the guide roller of the traction jig from contacting the first guide rail. Therefore, when the dolly device is towing the test vehicle, a large load acts on the guide roller of the dolly device, but almost no load acts on the guide roller of the traction jig at that time. Therefore, a bearing having a relatively low strength can be used as the bearing of the guide roller of the traction jig.

[0016] In the vehicle collision test device according to the present invention, a second braking device for decelerating the traveling speed of the traction jig separated from the dolly device is attached to the second guide rail, and the test vehicle is separated from the traction jig when the traveling speed of the traction jig is decelerated by the second braking device.

[0017] In the vehicle collision test device according to the present invention, due to the impact when the traction jig collides with the second braking device, the test vehicle can be easily separated from the traction jig.

[0018] In the vehicle collision test device according to the present invention, the second braking device is characterized by having a brake pad disposed between its lower end and the second guide rail, and a friction resistance reducing member disposed between its upper end and the second guide rail.

[0019] In the vehicle collision test device according to the present invention, the traction jig separated from the dolly device pulls the test vehicle via a connecting wire rope, and a force that pulls obliquely upward and rearward acts on the traction jig. However, since a brake pad is attached between the lower end of the second deceleration device 8 and the second guide rail, the traction jig can be easily stopped. Further, since a friction resistance reducing member is attached between the upper end of the second deceleration device 8 and the second guide rail, wear of the upper end of the second deceleration device 8 can be reduced.

Advantages of the Invention

[0020] The present invention can accurately collide the test vehicle with the collision target and can appropriately take pictures from within the pit.

Brief Description of the Drawings

[0021]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Embodiments for Carrying Out the Invention

[0022] Hereinafter, a vehicle collision test apparatus according to an embodiment of the present invention will be described with reference to the drawings.

[0023] As shown in FIGS. 1(a) and 1(b), the vehicle collision test apparatus 1 of the present embodiment is an apparatus for colliding a test vehicle T (T1) that travels at a predetermined speed by being towed by an endless towing wire rope Wa against a collision wall that is a collision target or another test vehicle T2 that travels toward the test vehicle T1, and for testing or photographing the damage condition thereof. The pit 2 where photographing equipment and the like are installed is located immediately in front of the collision wall or below the collision point where the test vehicle T1 and the test vehicle T2 collide.

[0024] The vehicle collision test apparatus 1 includes a dolly device D for towing the test vehicle T (T1), a towing jig N connected to the upper surface of the dolly device D, a pit 2 for photographing the damage condition of the test vehicles T (T1), T2 when they collide with the collision target, a first guide rail Ga on which the dolly device D traveling toward the pit 2 travels, and a second guide rail Gb installed above the pit 2.

[0025] A striker 3 used to disconnect the towing wire rope Wa from the dolly device D and a first brake device 6 used to disconnect the towing jig N from the dolly device D are attached to the first guide rail Ga. A second brake device 8 used to disconnect a connecting wire rope Wb connected to the test vehicle T (T1) from the towing jig N is attached to the second guide rail Gb.

[0026] The dolly device D will be described with reference to FIG. 2.

[0027] The dolly device D has a base plate 10 in a substantially rectangular parallelepiped shape. On the upper surface of the base plate 10, four guide rollers 11 are rotatably attached. The four guide rollers 11 are attached to both ends in the longitudinal direction (front-rear direction of the dolly device D) of the base plate 10. The four guide rollers 11 are arranged in a staggered manner in a state of protruding slightly from the base plate 10 at both ends in the width direction of the dolly device D. Above the four guide rollers 11, it is covered by a cover plate 12.

[0028] At the central portion in the longitudinal direction of the upper surface of the base plate 10, a protruding portion 16 in a rectangular parallelepiped shape protruding upward is formed. In the protruding portion 16, two cylindrical holes 16a extending in the front-rear direction are formed. Each cylindrical hole 16a is used for connecting the traction jig N. The two cylindrical holes 16a are arranged in parallel at a predetermined distance apart at the same height.

[0029] The traction jig N will be described based on FIG. 3.

[0030] As shown in FIG. 3, the traction jig N has a base plate 30 in a substantially rectangular parallelepiped shape. On the upper surface of the base plate 30, four guide rollers 31 are rotatably attached. The four guide rollers 31 are attached to both ends in the longitudinal direction (front-rear direction of the traction jig N) of the base plate 30. The four guide rollers 31 are arranged in a staggered manner in a state of protruding slightly from the base plate 30 at both ends in the width direction of the traction jig N. Above the four guide rollers 31, it is covered by a cover plate 32.

[0031] At the rear end portion of the upper surface of the cover plate 32, a pair of connecting brackets 33 for hooking a connecting wire rope Wb for connecting the test vehicle T (T1) are formed. The pair of connecting brackets 33 are arranged in parallel along the longitudinal direction of the traction jig N. Each connecting bracket 33 has an opening portion 33a, and the connecting wire rope Wb is accommodated in their opening portions 33a.

[0032] At the rear end of the traction jig N, two shafts 35 extending in the front-rear direction are formed. Each shaft 35 has a substantially cylindrical shape, and its outer diameter is substantially the same as the inner diameter of the two cylindrical holes 16a formed in the protrusion 16 of the dolly device D. The two shafts 35 are arranged in parallel at a predetermined distance apart at the same height. The two shafts 35 can be respectively inserted into the two cylindrical holes 16a formed in the protrusion 16 of the dolly device D.

[0033] Therefore, as shown in FIGS. 4(a) and 4(b), the traction jig N can be in a state where the shaft 35 is inserted into the cylindrical hole 16a of the dolly device D and connected to the upper surface of the dolly device D, and as shown in FIGS. 5(a) and 5(b), the shaft 35 can be in a state where it is no longer inserted into the cylindrical hole 16a of the dolly device D and separated from the upper surface of the dolly device D.

[0034] As described above, when the two connecting shafts 35 of the traction jig N are respectively inserted into the two cylindrical holes 16a formed in the protrusion 16 of the dolly device D, the traction jig N is configured not to rotate with respect to the dolly device D in the state where the traction jig N is connected to the upper surface of the dolly device D.

[0035] The first guide rail Ga will be described with reference to FIG. 6. In FIG. 6, the portion where the dolly device D and the traction jig N connected thereto travel is shown.

[0036] The first guide rail Ga is formed in a two-stage manner, and has a lower guide rail Ga1 on which the dolly device D is arranged, and an upper guide rail Ga2 arranged on the upper surface thereof and on which the traction jig N is arranged. The upper surface of the upper guide rail Ga2 is installed in an embedded state so as to be flush with the floor surface (the running surface of the test vehicle T (T1)).

[0037] Note that at the lower end of the base plate 10 of the dolly device D, as shown in FIG. 6, a pair of engaging members 18a and 18b that constitute the clamping device C are moved closer to and away from each other, and a trigger lever 20 for clamping the towing wire rope Wa and releasing the clamped state is provided. Therefore, when the dolly device D travels and reaches a predetermined position on the first guide rail Ga with the towing wire rope Wa held in an engaged state between the pair of engaging members 18a and 18b, the trigger lever 20 collides with a striker 3 attached to the inner surface of the first guide rail Ga. Then, the trigger lever 20 rotates, the pair of engaging members 18a and 18b are opened, and the engaged state of the towing wire rope Wa is released.

[0038] First, the lower guide rail Ga1 will be described. The lower guide rail Ga1 is formed by a pair of channel steels 50 installed opposite each other at a predetermined interval. An endless towing wire rope Wa for towing the test vehicle T (T1) is installed between the pair of channel steels 50. FIG. 6 shows a state in which the towing wire rope Wa is clamped by the clamping device C of the dolly device D.

[0039] Openings having a constant interval in the width direction are provided between the pair of channel steels 50 (the upper and lower flange portions 50a of each channel steel 50), and the dolly device D is disposed in the upper opening. That is, the four guide rollers 11 of the dolly device D are fitted into the upper flange portion 50a (upper opening) of the first guide rail Ga, whereby the dolly device D is disposed on the lower guide rail Ga1 (first guide rail Ga).

[0040] The upper guide rail Ga2 will be described. The upper guide rail Ga2 is formed by a pair of upper guide rail units 51 installed opposite each other at a predetermined interval. Since the pair of upper guide rail units 51 have substantially the same configuration except that their installation directions are opposite, only the upper guide rail unit 51 on one side (the right side in the view of FIG. 6) will be described.

[0041] The upper guide rail unit 51 is installed on the upper surfaces of the pair of channel steels 50 of the lower guide rail Ga1. The upper guide rail unit 51 has an upper plate portion 52 that is flush with the floor surface (the running surface of the test vehicle T (T1)), and four upright plate portions 53 that are attached to the bottom surface portion of the upper plate portion 52 at substantially right angles to separate the upper plate portion 52 from the upper surfaces of the channel steels 50 of the lower guide rail Ga1. The upright plate portions 53 are arranged at one end in the width direction of the upper plate portion 52 (the direction perpendicular to the length direction of the upper guide rail Ga2) and at substantially the middle portion in the width direction of the upper plate portion 52.

[0042] An opening having a constant interval in the width direction is provided between the upper plate portions 52 of the pair of upper guide rail units 51, and the traction jig N is disposed in the opening. The traction jig N is in a state of being connected to the upper surface of the dolly device D and hardly contacts the upper guide rail unit 51.

[0043] The second guide rail Gb will be described with reference to FIG. 7. In FIG. 7, the portion where the traction jig N travels is shown.

[0044] The second guide rail Gb is formed by embedding a channel steel 60 with an open upper side. Openings having a constant interval in the width direction are provided in the upper flange portion 60a of the channel steel 60, and the traction jig N is disposed in the openings. That is, as shown in FIG. 8, the four guide rollers 31 of the traction jig N are fitted into the upper flange portion 60a (the upper opening) of the second guide rail Gb, whereby the traction jig N is disposed on the second guide rail Gb. The traction jig N is disposed in a state where its movement in the vertical direction and the width direction with respect to the second guide rail Gb is restricted. In addition, in FIG. 8(b), the cover plate 32 is not shown.

[0045] As shown in FIG. 9, the second guide rail Gb is installed throughout the longitudinal direction of the pit 2. The width of the first guide rail Ga is a first predetermined width t1, while the width of the second guide rail Gb is a second predetermined width t2, which is smaller than the first predetermined width t1 of the first guide rail Ga. Therefore, in the vehicle collision test device 1 of the present embodiment, the second predetermined width t2 of the second guide rail Gb installed in the pit 2 is smaller than the width of the guide rail G installed in the pit 502 as in the conventional vehicle collision test device 501 shown in FIG. 14.

[0046] The first braking device 6 attached to the first guide rail Ga will be described based on FIG. 10(a).

[0047] The first braking device 6 is attached to the lower guide rail Ga1 in a state where a predetermined pressing force (braking force) is applied by sandwiching and pressing the upper and lower brake pads 6a against the lower guide rail Ga1 of the first guide rail Ga from above and below. The first braking device 6 absorbs the kinetic energy of the dolly device D and stops it by colliding with the dolly device D and traveling integrally with the dolly device D against the sliding frictional resistance generated between the upper and lower brake pads 6a and the lower guide rail Ga1.

[0048] When the connection with the towing wire rope Wa is released and the dolly device D coasts, it collides with the first braking device 6. When the collision force of the dolly device D exceeds the braking force of the first braking device 6 (the pressing force of the brake pads 6a of the first braking device 6), the first braking device 6 is advanced integrally with the dolly device D. Since a braking force always acts on the first braking device 6, the traveling speed of the dolly device D gradually decreases and stops.

[0049] In the first guide rail Ga, on the downstream side of the first braking device 6, as shown in FIG. 9, a first stopping device 6A for stopping the first braking device 6 that advances integrally with the dolly device D is attached. The first stopping device 6A has a buffer material (such as a rubber material or a honeycomb material) for absorbing the impact when the dolly device D collides. Therefore, even if the dolly device D does not stop due to the first braking device 6, the dolly device D collides with the buffer material of the first stopping device 6A and stops.

[0050] The second braking device 8 attached to the second guide rail Gb will be described with reference to FIG. 10(b).

[0051] The second braking device 8 is attached to the second guide rail Gb in a state where a predetermined pressing force (braking force) is applied by pressing the second guide rail Gb upward with a brake pad 8a attached to the lower surface. The second braking device 8 collides with the traction jig N and runs integrally with the traction jig N against the sliding frictional resistance generated between the brake pad 8a and the second guide rail Gb, thereby absorbing and stopping the kinetic energy of the traction jig N.

[0052] The connection with the dolly device D is released, and the traction jig N that coasts runs into the second braking device 8. When the impact force of the traction jig N exceeds the braking force of the second braking device 8 (the pressing force of the brake pad 8a of the second braking device 8), the second braking device 8 is made to advance integrally with the traction jig N. Since a braking force always acts on the second braking device 8, the running speed of the traction jig N gradually decreases and stops.

[0053] The towing jig N separated from the dolly device D is towing the test vehicle T (T1) via the connection wire rope Wb, and a force pulling upward and obliquely backward acts on the towing jig N. Therefore, while the brake pad 8a is attached to the lower surface of the second brake device 8, a resin member 8b is attached to the upper surface of the second brake device 8 so that no frictional resistance acts between it and the second guide rail Gb.

[0054] Note that, as shown in FIG. 9, a second stop device 8A for stopping the second brake device 8 moving forward integrally with the towing jig N is attached to the downstream side of the second brake device 8 on the second guide rail Gb. The second stop device 8A has a buffer material (for example, a rubber material, a honeycomb material, etc.) for absorbing the impact when the towing jig N collides. Therefore, even if the towing jig N does not stop by the second brake device 8, the towing jig N collides with the buffer material of the second stop device 8A and stops.

[0055] The operations of the dolly device D and the towing jig N of the vehicle collision test device 1 of the present embodiment will be described based on FIGS. 11 and 12.

[0056] First, as shown in FIG. 11(a), by pulling the towing wire rope Wa by a driving means such as a winch (not shown), the dolly device D and the towing jig N connected to its upper surface are pulled by the towing wire rope Wa. At that time, since the test vehicle T (T1) is connected to the towing jig N by the connection wire rope Wb, the test vehicle (T1) T is pulled by the dolly device D and the towing jig N and travels straight on the first guide rail Ga.

[0057] After that, when the test vehicle T (T1) reaches a predetermined speed, as shown in FIG. 11(b), the trigger lever attached to the dolly device D collides with the striker, and the dolly device D is separated from the towing wire rope Wa.

[0058] When the dolly device D contacts the first braking device 6 attached to the first guide rail Ga as shown in Fig. 11(c), the traveling speed of the dolly device D decreases. Then, since the towing jig N connected to the upper surface of the dolly device D moves forward due to inertia, the towing jig N is detached from the dolly device D. The dolly device D that has contacted the first braking device 6 travels while decelerating in a state of contact with the first braking device 6 and then stops.

[0059] The towing jig N detached from the dolly device D enters the second guide rail Gb after traveling on the first guide rail Ga as shown in Fig. 12(a). At this time, since the test vehicle T (T1) is connected to the towing jig N by the connecting wire rope Wb, the test vehicle T (T1) also travels straight along the second guide rail Gb.

[0060] After that, when the towing jig N contacts the second braking device 8 attached near the collision target of the second guide rail Gb as shown in Fig. 12(b), the traveling speed of the towing jig N decreases. Then, since the test vehicle T (T1) moves forward due to inertia, the test vehicle T (T1) is detached from the towing jig N, and only the test vehicle T (T1) runs by itself and collides with the collision target.

[0061] The vehicle collision test device 1 of the present embodiment is a vehicle collision test device that performs a test of colliding a test vehicle T (T1) against a collision target, and includes a dolly device D towed by a towing wire rope Wa, and a towing jig N that is connected to the test vehicle T (T1) via a connecting wire rope Wb and can be in a state of being connected to the dolly device D and a state of being detached from the dolly device D, a first guide rail Ga that causes the dolly device D to travel toward the pit 2, and a second guide rail Gb that is disposed on the downstream side of the first guide rail Ga and causes the towing jig detached from the dolly device D to travel. The second guide rail Gb is installed at least partially above the pit 2, and the width of the second guide rail Gb is smaller than the width of the first guide rail Ga.

[0062] In the vehicle collision test device 1 of this embodiment, the test vehicle T (T1) can be coasted without shifting in the left-right direction and accurately collided with the collision target. In addition, since the width of the second guide rail Gb installed above the pit 2 is small, it is possible to suppress the second guide rail Gb from becoming a dead angle of shooting when shooting from above inside the pit 2, and appropriate shooting can be performed.

[0063] In the vehicle collision test device 1 of this embodiment, a first brake device 6 for decelerating the traveling speed of the dolly device D in a state where the towing jig N is connected is attached to the first guide rail Ga. The towing jig N is detached from the dolly device D when the traveling speed of the dolly device D is decelerated by the first brake device 6.

[0064] In the vehicle collision test device 1 of this embodiment, the towing jig N can be easily detached from the dolly device D by the impact when the dolly device D collides with the first brake device 6.

[0065] In the vehicle collision test device 1 of this embodiment, the dolly device D has a hole portion 16a, and the towing jig N has a shaft 35 that can be fitted into the hole portion 16a. The towing jig N is connected so as not to rotate with respect to the dolly device D when the shaft 35 is fitted into the hole portion 16a.

[0066] In the vehicle collision test device 1 of this embodiment, when the towing jig N is connected to the dolly device D, it is possible to suppress the guide roller 31 of the towing jig N from contacting the first guide rail Ga. Therefore, when the dolly device D is towing the test vehicle T (T1), a large load acts on the guide roller 11 of the dolly device D, but almost no load acts on the guide roller 31 of the towing jig N at that time. Therefore, a bearing having a relatively low strength can be used as the bearing of the guide roller 31 of the towing jig N.

[0067] In the vehicle collision test apparatus 1 of the present embodiment, a second brake device 8 for decelerating the traveling speed of the towing jig N separated from the dolly device D is attached to the second guide rail Gb, and the test vehicle T (T1) is separated from the towing jig N when the traveling speed of the towing jig N is decelerated by the second brake device 8.

[0068] In the vehicle collision test apparatus 1 of the present embodiment, due to the impact when the towing jig N collides with the second brake device 8, the test vehicle T (T1) can be easily separated from the towing jig N.

[0069] In the vehicle collision test apparatus 1 of the present embodiment, the second brake device 8 has a brake pad 8a disposed between its lower end and the second guide rail Gb, and a resin member 8b disposed between its upper end and the second guide rail Gb.

[0070] In the vehicle collision test apparatus 1 of the present embodiment, the towing jig N separated from the dolly device D is towing the test vehicle T via the connecting wire rope Wb, and a force that pulls obliquely upward and rearward acts on the towing jig N. However, since the brake pad 8a is attached between the lower end of the second brake device 8 and the second guide rail Gb, the towing jig N can be easily stopped. Further, since the resin member 8b is attached between the upper end of the second brake device 8 and the second guide rail Gb, wear of the upper end of the second brake device 8 can be reduced.

[0071] Note that the present invention is not limited to the above-described embodiment.

[0072] For example, in the above embodiment, the second guide rail Gb is installed over the entire longitudinal direction of the pit 2, but it is not limited thereto. The effects of the present invention can be obtained when the second guide rail Gb is installed at least partially above the pit 2.

[0073] In the above embodiment, the towing jig N is detached from the dolly device D when the traveling speed of the dolly device D is decelerated by the first braking device 6, but it is not limited thereto. The method of detaching the towing jig N from the dolly device D is arbitrary.

[0074] In the above embodiment, the towing jig N is connected to the dolly device D by fitting its shaft 35 into the hole 16a, but it is not limited thereto. The method of connecting the towing jig N to the dolly device D is arbitrary.

[0075] In the above embodiment, the towing jig N is connected to the dolly device D so as not to rotate by fitting its two shafts 35 into the two holes 16a, but it is not limited thereto. The method of connecting the towing jig N to the dolly device D so as not to rotate is arbitrary. Also, the towing jig N may not be connected to the dolly device D so as not to rotate.

[0076] In the above embodiment, the test vehicle T (T1) is detached from the towing jig N when the traveling speed of the towing jig N is decelerated by the second braking device 8, but it is not limited thereto. The method of detaching the test vehicle T (T1) from the towing jig N is arbitrary.

[0077] In the above embodiment, the second braking device 8 has a brake pad 8a attached to its lower surface and a resin member 8b attached to its upper surface, and a predetermined pressing force (braking force) is applied by the brake pad 8a pressing the second guide rail Gb from above, but it is not limited thereto.

[0078] For example, similar to the first braking device 6, the second braking device 8 may apply a predetermined pressing force (braking force) by sandwiching and pressing the second guide rail Gb from above and below by upper and lower brake pads. In that case, the resin member 8b is not attached to the upper surface of the second braking device 8.

[0079] In addition, the specific configurations of each part are not limited to the above embodiment, and the Various modifications are possible without departing from the scope of the gist.

Explanation of Signs

[0080] 1 Vehicle collision test device 2 Pit 3 Striker 6 First braking device 8 Second braking device 16a Hole part 35 Shaft T, T1, T2 Test vehicle D Dolly device N Towing jig Ga First guide rail Gb Second guide rail Wa Towing wire rope Wb Connecting wire rope

Claims

1. A vehicle collision test apparatus for performing a test in which a test vehicle collides with a collision target, comprising: a dolly device towed by a towing wire rope; a towing jig that is connected to the test vehicle via a connecting wire rope and can be in a state of being connected to the dolly device and a state of being disconnected from the dolly device; a first guide rail for running the dolly device toward a pit; a second guide rail disposed downstream of the first guide rail and for running the towing jig disconnected from the dolly device; the second guide rail is installed at least partially above the pit; A vehicle collision test apparatus, characterized in that the width of the second guide rail is smaller than the width of the first guide rail.

2. A first brake device for decelerating the running speed of the dolly device in a state where the towing jig is connected is attached to the first guide rail; The vehicle collision test apparatus according to claim 1, wherein the towing jig is disconnected from the dolly device when the running speed of the dolly device is decelerated by the first brake device.

3. The dolly device has a hole portion, and the towing jig has a shaft that can be inserted into the hole portion; The vehicle collision test apparatus according to claim 1 or 2, wherein the towing jig is connected so as not to rotate with respect to the dolly device when the shaft is inserted into the hole portion.

4. A second brake device for decelerating the running speed of the towing jig disconnected from the dolly device is attached to the second guide rail; The vehicle collision test apparatus according to any one of claims 1 to 3, wherein the test vehicle is disconnected from the towing jig when the running speed of the towing jig is decelerated by the second brake device.

5. The vehicle collision test apparatus according to claim 4, wherein the second brake device has a brake pad disposed between its lower end and the second guide rail and a friction resistance reducing member disposed between its upper end and the second guide rail.

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