Methods for crash performance testing and crash assessment testing equipment for vehicle body components.

Abstract

DEPCT64 Methods and sets of crash test equipment for evaluating crash performance of components. It creates a realistic simulation of actual body crash conditions and can be tested at high speeds. And it increases the economic rationality of the test, i.e., by installing a mechanism. Motion control consisting of a translational control mechanism or a rotational control mechanism. One side of the jig holds and supports one end of the body part and the jig. The gripping mechanism at the other end, which controls the movement, has fixed parts which... It is secured by the limiting parts of the jig, the supporting structure, and the movable parts, which are welded to the components. The simultaneous movement is achieved by securing it at one end or the other. The body panel is a compression component mounted on one side, among other fasteners and movable parts that protrude. Heading in the other direction, it will fit inside the guide section which is built on the other side, elongating in the direction it can. The movable parts move simultaneously, and energy-absorbing components are arranged inside to apply force. A reaction in the opposite direction to the direction of movement of the moving part is caused by the part absorbing the motion. Energy is transformed by the movement of movable parts against fixed parts. -----------------------------------------------------------

Description

Method and apparatus for evaluating collision performance of automobile body parts

[0001] The present invention relates to a method and an apparatus for performing an evaluation test on the collision performance of automobile body parts.

[0002] One of the necessary performances of an automobile body is collision performance, and it is required to protect the occupants while reducing damage to the body during a collision. At the development and design stage of an automobile, it is essential to evaluate the collision performance of the body, and performance prediction by simulation on a computer is being carried out. In addition, as a means to confirm the achievement of the target collision performance, automobile manufacturers produce prototype vehicles for collision tests. If the performance is not satisfactory, countermeasures are taken, the prototype vehicle is remade, and the collision test needs to be carried out again, which requires a great deal of development cost and development time.

[0003] Therefore, in order to save development cost and development time, instead of the collision performance evaluation test of the entire automobile body, a collision performance evaluation test of a single body part of the body (hereinafter also referred to as "part collision test") has been conventionally carried out. In order to evaluate the collision performance of the entire body by testing a single body part, a test method is desired in which the part restraint state and the load application state are controlled to perform a test that conforms to the actual deformation of the entire body.

[0004] Among the automobile body parts, the center pillar part, which plays an important role in protecting the occupants particularly during a side collision, is an I-shaped part connected to other parts of the body by an upper roof part and a lower rocker part (also referred to as a side sill part). When another automobile collides from the side, it functions to minimize the intrusion of the collided automobile into the vehicle while deforming in an S shape. And during the collision, the lower rocker part deforms while being twisted and restrains the deformation of the central part of the center pillar part. In the part collision test, it is necessary to reproduce such deformation and load states of the test target body part and the surrounding body.

[0005] For example, Patent Document 1 proposes a collision performance evaluation test method for automobile body parts and a parts collision testing machine used therefor. In this evaluation test method and testing machine, the deformation resistance of the vehicle body is simulated by attaching a restraint jig combining a flywheel and a one-way clutch to each support point of the vehicle body part.

[0006] Furthermore, Patent Document 2 proposes a component support jig capable of applying torque in component collision tests. This component support jig combines a rack-and-pinion type gear and a spring to restrain the deformation of vehicle body components with the force of the spring, and the restraint state of the vehicle body components is adjusted by changing the strength of the spring.

[0007] Japanese Patent Publication No. 4902027, Japanese Unexamined Patent Publication No. 2016-061725

[0008] Incidentally, component crash tests are desirable to be conducted at various speeds ranging from a few kilometers per hour to about 100 kilometers per hour. Therefore, the jigs used in component crash tests must have a structure and strength that can handle each speed. Furthermore, since component crash tests require multiple tests under various conditions, economic rationality is also important.

[0009] However, the technology proposed in Patent Document 1 applies a restraining force to the vehicle body parts using the inertial force of the flywheel. Therefore, in low-speed tests, it is difficult to conduct tests under the desired conditions for obtaining the inertial force, and even in high-speed tests, it is necessary to adjust the mass of the flywheel as the speed changes, raising concerns about increased testing costs.

[0010] Furthermore, the technology proposed in Patent Document 2 obtains the restraining force of vehicle body parts using a rack and pinion and spring-type restraining mechanism. As such, the mechanism is complex, and in high-speed tests exceeding 50 km / h, the mechanism may not function due to the impact load, or in the worst case, the test equipment itself may be damaged.

[0011] Therefore, the present invention aims to provide a collision performance evaluation test method and collision performance evaluation test apparatus for automobile body parts that advantageously solve the aforementioned problems of test speed constraints and economic rationality.

[0012] The present invention provides a collision performance evaluation test method for automobile body parts that achieves the above objective, comprising: supporting one end and the other end of the body part with support jigs, providing a motion control mechanism in at least one of the support jigs supporting one end of the body part and the support jigs supporting the other end of the body part, the motion control mechanism comprising a fixed member fixed to a motion restricting member of the support jig, and a movable member connected to the fixed member so as to be movable in a predetermined direction with respect to the collision direction of the collision punch and fixed to one end or the other end of the body part, a compression member protruding from one of the fixed member and the movable member toward the other, fitted in a motion-restricted state within a guide portion formed on the other of the fixed member and the movable member, extending in the direction of motion of the movable member and having an energy absorbing member disposed inside, deforming the energy absorbing member by the movement of the movable member toward the fixed member and applying a reaction force in the opposite direction to the direction of motion to the movable member, and impacting the body part with the collision punch in the collision direction at a test speed, The present invention is characterized by controlling the motion of one end of the vehicle body component by applying a reaction force in the opposite direction from the motion control mechanism to the end supported by the support jig equipped with the motion control mechanism.

[0013] Furthermore, the collision performance evaluation test apparatus for automobile body parts of the present invention, which achieves the above objective, is an apparatus for performing a collision performance evaluation test of automobile body parts, comprising: support jigs that support one end and the other end of the body part, respectively; a collision punch that collides with the body part, whose one end and the other end are supported by the support jigs, respectively, at a test speed; and a motion control mechanism provided on at least one of the support jigs that support one end of the body part and the support jigs that support the other end of the body part, wherein the motion control mechanism comprises a fixed member fixed to a motion restricting member of the support jig and a movable member connected to the fixed member so as to be movable in a predetermined direction with respect to the collision direction of the collision punch and fixed to one end or the other end of the body part. A compression member, which protrudes from one of the fixed member and the movable member toward the other, is fitted into a guide portion formed on the other of the fixed member and the movable member, which extends in the direction in which the movable member can move and has an energy absorbing member disposed inside, in a motion-restricted state. The movement of the movable member relative to the fixed member in the predetermined direction deforms the energy absorbing member, thereby adding a reaction force to the movable member in the opposite direction to the direction of movement.

[0014] The present invention provides a collision performance evaluation test method for automobile body parts, wherein, when performing a collision performance evaluation test of automobile body parts, one end and the other end of the body part are supported by support jigs, and a motion control mechanism is provided in at least one of the support jigs that support one end of the body part and the support jigs that support the other end of the body part, and the motion control mechanism has a fixed member fixed to a motion restricting member of the support jig and a movable member that is connected to the fixed member so as to be movable in a predetermined direction with respect to the collision direction of the collision punch and is fixed to one end or the other end of the body part, and a compression portion is provided protruding from one of the fixed member and the movable member toward the other The material is formed on the other of the fixed member and the movable member, extending in the direction in which the movable member can move, and is fitted into a guide portion in a motion-restricted state, which has an energy-absorbing member disposed inside. The movement of the movable member relative to the fixed member in the predetermined direction deforms the energy-absorbing member, applying a reaction force to the movable member in the opposite direction to the direction of motion. The impact punch is made to collide with the vehicle body part in the impact direction at a test speed, and the motion control mechanism applies the reaction force in the opposite direction to one end and the other end of the vehicle body part that is supported by the support jig equipped with the motion control mechanism, thereby controlling the movement of that end.

[0015] Therefore, according to the collision performance evaluation test method for automobile body parts of the present invention, as the collision punch is brought into contact with the body part at a test speed, a reaction force in the opposite direction is applied from the motion control mechanism to the end of the body part supported by the support jig equipped with the motion control mechanism, thereby controlling the motion of the end. This makes it possible to perform a collision performance evaluation test on a single body part while accurately reproducing the part constraint state and load load state during an actual vehicle collision. Furthermore, the simple and robust structure of arranging the energy absorbing member in the motion control mechanism of the support jig enables testing in the high-speed range of 50 km / h or more, and by applying inexpensive materials to the energy absorbing member, the economic rationality of the test can also be increased.

[0016] Furthermore, the motion control mechanism comprises at least one selected from a translation control mechanism and a rotation control mechanism, the translation control mechanism having a support plate supported by a rotation restricting member of the support jig, and a translation plate connected to the support plate so as to be able to translate in a predetermined direction intersecting the collision direction of the collision punch and fixed to one end or the other end of the vehicle body part, a compression ridge projecting from one of the support plate and the translation plate toward the other, fitted in a rotation-restricted state into a linear guide portion formed on the other of the support plate and the translation plate, extending in the direction in which the translation plate can translate and having an energy absorbing member disposed inside, the translation of the translation plate relative to the support plate in the predetermined direction deforms the energy absorbing member and applies a reaction force to the translation plate in the opposite direction to the translation direction, and the rotation control mechanism controls the rotation of the support jig The present invention provides a collision performance evaluation test method for automobile body parts, comprising a fixed ring fixed to a rotation restricting member, and a rotating ring connected to the fixed ring so as to be rotatable around a predetermined axis extending in a predetermined direction intersecting the collision direction of the collision punch, and fixed to one end or the other end of the vehicle body part, wherein a compression pin protruding from one of the fixed ring and the rotating ring toward the other is fitted into an arc-shaped guide portion formed on the other of the fixed ring and the rotating ring, which extends in the circumferential direction around the predetermined axis and has an energy absorbing member disposed inside, and the rotation of the rotating ring relative to the fixed ring around the predetermined axis deforms the energy absorbing member and applies a torque to the rotating ring in the opposite direction to the rotation direction, thereby enabling collision performance evaluation tests of individual vehicle body parts while reproducing the part restraint state and load load state during an actual vehicle collision more effectively.

[0017] Furthermore, the collision performance evaluation test apparatus for automobile body parts of the present invention comprises: support jigs that support one end and the other end of the body part, respectively; a collision punch that collides with the body part, whose one end and other end are supported by the support jigs, at a test speed; and a motion control mechanism provided on at least one of the support jigs that support one end of the body part and the support jigs that support the other end of the body part, wherein the motion control mechanism comprises a fixing member fixed to a motion restricting member of the support jig, and a fixing member that can move in a predetermined direction with respect to the collision direction of the collision punch. The vehicle body component has a movable member connected to it and fixed to one end or the other end of the fixed member and the movable member, and a compression member protruding from one of the fixed member and the movable member toward the other is fitted in a movement-restricted state into a guide portion formed on the other of the fixed member and the movable member, which extends in the direction in which the movable member can move and has an energy absorbing member disposed inside, and the movement of the movable member relative to the fixed member in the predetermined direction deforms the energy absorbing member and applies a reaction force to the movable member in the opposite direction to the direction of movement.

[0018] Therefore, according to the collision performance evaluation test apparatus for automobile body parts of the present invention, as the collision punch is brought into contact with the body part at a test speed, a reaction force in the opposite direction is applied from the motion control mechanism to the end of the body part supported by the support jig equipped with the motion control mechanism, thereby appropriately controlling the motion of the end. This makes it possible to perform a collision performance evaluation test on a single body part while accurately reproducing the part constraint state and load load state during an actual vehicle collision. Furthermore, the simple and robust structure, in which the energy absorbing member is placed in the motion control mechanism of the support jig, enables testing in the high-speed range of 50 km / h or more, and by applying inexpensive materials to the energy absorbing member, the economic rationality of the test can also be increased.

[0019] Furthermore, the motion control mechanism is at least one selected from a translation control mechanism and a rotation control mechanism, wherein the translation control mechanism has a support plate supported by a rotation restricting member of the support jig, and a translation plate connected to the support plate so as to be able to translate in a predetermined direction intersecting the collision direction of the impact punch and fixed to one end or the other end of the vehicle body part, and a compression ridge projecting from one of the support plate and the translation plate toward the other is fitted in a rotation-restricted state into a linear guide portion formed on the other of the support plate and the translation plate, which extends in the direction in which the translation plate can translate and has an energy absorbing member disposed inside, and the translation of the translation plate relative to the support plate in the predetermined direction deforms the energy absorbing member and applies a reaction force to the translation plate in the opposite direction to the translation direction, and the rotation control mechanism has a fixing ring fixed to the rotation restricting member of the support jig, and is connected to the fixing ring so as to be able to rotate around a predetermined axis extending in a direction intersecting the collision direction of the impact punch According to the present invention's collision performance evaluation test apparatus for automobile body parts, which comprises a fixed ring and a rotating ring fixed to one or the other end of the vehicle body part, a compression pin protruding from one of the fixed ring and the rotating ring toward the other is fitted into an arc-shaped guide portion formed on the other of the fixed ring and the rotating ring, extending in the circumferential direction about a predetermined axis and having an energy absorbing member disposed inside, and the rotation of the rotating ring relative to the fixed ring about the predetermined axis deforms the energy absorbing member and applies a torque to the rotating ring in the opposite direction to the rotation direction, or a translation control mechanism provided on one of the support fixtures that supports one end of the vehicle body part and the other end of the vehicle body part, and a rotation control mechanism provided on the other of the support fixtures that supports one end of the vehicle body part and the other end of the vehicle body part, it is possible to perform collision performance evaluation tests on individual vehicle body parts while reproducing the part constraint state and load load state during an actual vehicle collision more accurately.

[0020] Furthermore, in the collision performance evaluation test method and apparatus for automobile body parts of the present invention, it is preferable that the body part is a center pillar part. This is because center pillar parts are greatly affected by the constraint state and load load state during part collision testing. In addition, it is preferable that the motion control mechanism reproduces the deformation state of the body part that occurs in an actual vehicle collision. This is because it can improve the accuracy of the collision performance evaluation of the body part.

[0021] Furthermore, in the collision performance evaluation test method and apparatus for automobile body parts of the present invention, it is preferable that the support jig supporting one end of the body part and the support jig supporting the other end of the body part each have a load cell for load measurement, and that these load cells measure the distribution of deformation load generated when the body part is deformed by the collision punch. This is because it is possible to know the load applied from the body part to other parts of the vehicle body when the body part is deformed by the collision. In addition, it is preferable that the energy absorbing member is a commercially available metal cylindrical tube. This is because commercially available metal cylindrical tubes are inexpensive and have stable energy absorption capacity.

[0022] This is a perspective view showing an automobile body component collision performance evaluation test apparatus according to one embodiment of the present invention, used in a collision performance evaluation test method for automobile body components according to one embodiment of the present invention. This is a perspective view showing a center pillar component as a body component and support jigs that support both ends of the center pillar component as a body component in the automobile body component collision performance evaluation test apparatus of the above embodiment. (a) and (b) are perspective views showing the translational control mechanism of the roof-side support jig that supports the roof portion, which is the upper end of the center pillar component, in an enlarged state in a disassembled state and an assembled state, respectively. (a), (b), (c) and (d) are explanatory diagrams that sequentially show the operating state of the translational control mechanism of the roof-side support jig over time. This is an explanatory diagram that further enlarges Figure 4(c). (a) and (b) are perspective views showing the rotational control mechanism of the rocker-side support jig that supports the rocker portion, which is the lower end of the center pillar component, in an enlarged state in a disassembled state and an assembled state, respectively. (a), (b) and (c) are explanatory diagrams that sequentially show the operating state of the rotational control mechanism of the rocker-side support jig over time. This is an explanatory diagram that further enlarges Figure 4(c). (a) and (b) are side views showing the initial shape of the center pillar component before the component collision test and the shape after the component collision test, respectively, in the above embodiment. This is a graph showing the horizontal load in the collision direction of the collision punch measured during the component collision test according to the collision performance evaluation test method for automobile body components of the above embodiment. This is a graph showing the downward load intersecting the collision direction of the collision punch measured during the component collision test according to the collision performance evaluation test method for automobile body components of the above embodiment. This is a perspective view showing a collision performance evaluation test apparatus for automobile body components of another embodiment of the present invention, used in the collision performance evaluation test method for automobile body components of another embodiment of the present invention. This is a perspective view showing a center pillar component as a body component and support jigs that support both ends of the same component in the collision performance evaluation test apparatus for automobile body components of the above embodiment. (a) and (b) are side views showing the initial shape of the center pillar component before the component collision test and the shape after the component collision test, respectively, in the above embodiment. This is a graph showing the collision load in the collision direction of the collision punch measured during the component collision test according to the collision performance evaluation test method for automobile body components of the above embodiment.

[0023] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Herein, Figure 1 is a perspective view showing an automobile body component collision performance evaluation test apparatus of one embodiment of the present invention used in an automobile body component collision performance evaluation test method of one embodiment of the present invention, and Figure 2 is a perspective view showing a center pillar component as a body component and support jigs that support both ends thereof in the automobile body component collision performance evaluation test apparatus of the above embodiment.

[0024] The collision performance evaluation test apparatus for automobile body parts of this embodiment performs tests to evaluate the side collision performance of a center pillar part as an automobile body part. As shown in Figure 1, it comprises a pair of left and right roof-side support jigs 2 that support the roof-side end 1a, which is the upper end of the center pillar part 1; a pair of left and right rocker-side support jigs 3 that support the rocker-side end 1b, which is the lower end of the center pillar part 1; a translational control mechanism 4 as a motion control mechanism provided on the roof-side support jig 2 that supports the roof-side end 1a of the center pillar part 1; a rotational control mechanism 5 as a motion control mechanism provided on the rocker-side support jig 3 that supports the rocker-side end 1b of the center pillar part 1; and a collision punch 6 that strikes horizontally at a test speed toward the interior of the vehicle toward the lower central part of the center pillar part 1, where the roof-side end 1a is supported by the roof-side support jig 2 and the rocker-side end 1b is supported by the rocker-side support jig 3.

[0025] Figures 3(a) and 3(b) are perspective views showing the translational control mechanism 4 of the roof-side support jig 2 in an enlarged, disassembled, and assembled state, respectively. This translational control mechanism 4 has a translational plate 4a as a movable member fixed to the roof-side end 1a of the center pillar part 1, for example by welding, and a support plate 4b as a fixed member supported by a rotation restricting member 2a, which is a rectangular, thick plate-shaped motion restricting member of the roof-side support jig 2. In this embodiment, a compression ridge 4c as a compression member is provided on the translational plate 4a toward the support plate 4b, and extends in the vertical direction (the direction in which the translational plate can move) which is formed on the support plate 4b and intersects with the collision direction of the collision punch 6. Inside, multiple cylindrical metal pipes 4d, such as short steel pipes, are slidably fitted into linear guide sections 4e arranged vertically in the example shown in Figure 3, with three pipes arranged vertically, as energy absorbing members, while their rotation is restricted.

[0026] Figures 4(a), 4(b), 4(c), and 4(d) are explanatory diagrams showing the operation state of the translational control mechanism 4 of the roof-side support jig 2 sequentially over time, and Figure 5 is an explanatory diagram showing a further enlargement of Figure 4(c). When the collision punch 6 collides horizontally at the test speed toward the direction corresponding to the interior of the vehicle with the center pillar component 1, which has its roof-side end 1a supported by the roof-side support jig 2 and its rocker-side end 1b supported by the rocker-side support jig 3, the translational plate 4a translates vertically relative to the support plate 4b, and as shown in Figures 4 and 5, the compression ridges 4c in the linear guide section 4e first crush and deform the three metal pipes 4d above the compression ridges 4c, and then crush and deform the three metal pipes 4d below the compression ridges 4c. Accordingly, the deformation resistance of the metal pipes 4d adds a reaction force to the translational plate 4a in the opposite direction to the translational direction.

[0027] Figures 6(a) and 6(b) are perspective views showing the rotation control mechanism 5 of the rocker-side support jig 3 in an enlarged, disassembled, and assembled state, respectively. The rotation control mechanism 5 includes a fixed ring 5a, which is a fixed member fixed to a rotation restricting member 3a, which is a rectangular, thick plate-shaped motion restricting member of the rocker-side support jig 3, and a rotating ring 5b, which is a movable member that is inserted and supported by the rotation restricting member 3a and is connected to the fixed ring 5a so as to be rotatable around a shaft member 3d, which is a predetermined shaft extending in a direction intersecting the collision direction of the collision punch 6, and is fixed to the rocker-side end 1b of the center pillar part 1, for example by welding. In this embodiment, four compression pins 5c, which are compression members, are provided protruding from the fixed ring 5a toward the rotating ring 5b. These compression pins 5c are formed on the rotating ring 5b and extend in the circumferential direction (the direction in which the rotating ring can move) around the shaft member 3d, and are fitted into four arc-shaped guide portions 5e, each containing three short cylindrical metal pipes 5d, such as steel pipes, as energy absorption members, in the example shown in Figure 3.

[0028] Figures 7(a), 7(b), and 7(c) are explanatory diagrams showing the operation state of the rotation control mechanism 5 of the rocker-side support jig 3 sequentially over time, and Figure 8 is an explanatory diagram showing a further enlargement of Figure 7(c). When the collision punch 6 collides horizontally at the test speed toward the direction corresponding to the interior of the vehicle with the center pillar component 1, which has its roof-side end 1a supported by the roof-side support jig 2 and its rocker-side end 1b supported by the rocker-side support jig 3, the rotating ring 5b rotates around the shaft member 3d relative to the fixed ring 5a, and the four compression pins 5c each deform the three metal pipes 5d within each arc-shaped guide portion 5e as shown in Figures 4 and 5. Consequently, the reaction force due to the deformation resistance of the metal pipes 5d applies a torque to the rotating ring 5b in the opposite direction to the rotation direction.

[0029] Figures 9(a) and 9(b) are side views showing the initial shape of the center pillar component 1 before the component collision test and the shape after the component collision test, respectively. During the component collision test, the collision of the collision punch 6 with the center pillar component 1 applies a roof-side load to the roof-side end 1a and a rocker-side load to the rocker-side end 1b. To measure these loads, load cells 7 are provided on a pair of left and right roof-side support fixtures 2 and a pair of left and right rocker-side support fixtures 3, as shown in Figure 1.

[0030] The roof-side support fixture 2 is a rectangular frame-shaped body 2b with open sides, which restricts the rotation of the U-shaped slide 2c when viewed from the side, while supporting the slide 2c so that it can move horizontally. The rotation restricting member 2a, to which the support plate 4b is supported, is fixed to the side of the slide 2c, for example by welding, to restrict its rotation and is supported by the body 2b of the roof-side support fixture 2 so that it can move horizontally. The load cell 7 is positioned between the body 2b and the slide 2c to measure the horizontal roof-side load H, and is also positioned between the support plate 4b and the rotation restricting member 2a (not shown) to measure the vertical roof-side load V.

[0031] Similar to the roof-side support jig 2, the rocker-side support jig 3 is a rectangular frame-shaped body 3b with open sides that restricts the rotation of a U-shaped slide 3c when viewed from the side, while supporting the slide 3c so that it can move horizontally. The rotation restricting member 3a, to which the fixing ring 5a is fixed, is fixed to the side of the slide 3c, for example by welding, to restrict its rotation and is supported by the body 3b of the rocker-side support jig 3 so that it can move horizontally. The load cell 7 is positioned between the body 3b and the slide 3c to measure the horizontal rocker-side load.

[0032] The collision performance evaluation test method for automobile body parts in this embodiment simulates a side collision of another automobile with the center pillar portion of the automobile body, and performs a collision test of the center pillar part 1 using the collision performance evaluation test apparatus for automobile body parts of the above embodiment. During the test, the center pillar part 1, with its roof-side end 1a supported by a roof-side support jig 2 and its rocker-side end 1b supported by a rocker-side support jig 3, is struck horizontally by a collision punch 6 at a test speed, directed in a direction corresponding to the inside of the vehicle (to the left in Figure 1). To measure the load distribution generated during the collision, the roof-side load applied to the left and right roof-side support jigs 2 and the rocker-side load applied to the left and right rocker-side support jigs 3 are measured using load cells 7, respectively. Furthermore, the change in shape of the center pillar part 1 before and after the collision is measured, as shown in Figures 9(a) and (b).

[0033] In this component crash test, the conditions of an actual collision are simulated. The roof-side end 1a undergoes deformation that causes it to move vertically during a collision, so its vertical movement is restrained along with rotation by the translational control mechanism 4 of the roof-side support jig 2. On the other hand, the rocker-side end 1b undergoes deformation that causes it to twist around the longitudinal axis of the vehicle during a collision, so its rotation is restrained by the rotational control mechanism 5. The restraining force generated at the roof-side end 1a is predicted in advance using CAE (computer-aided engineering) analysis, and the thickness and number of steel pipes 4d are determined so that a reaction force equivalent to that restraining force is generated. Similarly, the torque generated at the rocker-side end 1b is predicted, and the thickness and number of steel pipes 4d are determined so that a torque equivalent to that torque is generated.

[0034] For example, in one embodiment of the collision performance evaluation test method for automobile body parts according to the above embodiment, six metal pipes 4d with a thickness of 1.2 mm, a diameter of 16 mm, and a length of 20 mm were placed in each straight guide section 4e, for a total of 12 pipes in the left and right translational control mechanisms 4, and three pipes were placed in each arc-shaped guide section 5e, for a total of 24 pipes in the left and right rotational control mechanisms 5. Furthermore, the shape of the punch tip and the collision position with the center pillar part 1 were determined by simulating a trolley used in vehicle collision tests.

[0035] In the component collision test of the above embodiment, the center pillar component 1, supported by the collision performance evaluation test apparatus for automobile body components of the above embodiment, was struck by a collision punch 6 at a speed of 50 km / h using a hydraulic servo-type high-speed deformation test machine. As a result, as shown in Figure 9(b), the S-shaped deformation of the center pillar that occurs in an actual vehicle collision was successfully reproduced.

[0036] Figure 10 is a graph showing the horizontal load in the collision direction of the collision punch 6 and the total collision load obtained by adding them together, measured by the load cells 7 of the left and right roof-side support jigs 2 and left and right rocker-side support jigs 3 during a collision test of the automobile body parts collision performance evaluation test method according to the above embodiment. The horizontal axis represents the stroke of the collision punch 6 (mm), and the vertical axis represents the magnitude of the horizontal load (kN). As shown in Figure 10, the load distribution generated at the roof-side end 1a and rocker-side end 1b of the center pillar part 1 during a collision could also be measured well.

[0037] Figure 11 is a graph showing the downward load intersecting the collision direction of the collision punch 6 and the total collision load obtained by adding them together, measured by the load cells 7 of the left and right roof-side support jigs 2 during a collision test of a part according to the above embodiment of the collision performance evaluation test method for automobile body parts. The horizontal axis is the stroke of the collision punch 6 (mm), and the vertical axis is the magnitude of the downward load (kN). As shown in Figure 11, the downward load generated at the roof-side end 1a of the center pillar part 1 during a collision could also be measured well, and from these load distributions, it was possible to know the load applied from the center pillar part 1 to other parts of the vehicle body during the collision deformation of the center pillar part 1.

[0038] Figure 12 is a perspective view showing a collision performance evaluation test apparatus for automobile body parts according to another embodiment of the present invention, which is used in a collision performance evaluation test method for automobile body parts according to another embodiment of the present invention, and Figure 13 is a perspective view showing a center pillar part as an automobile body part and a support jig that supports both ends of the same part in the collision performance evaluation test apparatus for automobile body parts according to the other embodiment.

[0039] The collision performance evaluation test apparatus for automobile body parts in this embodiment is used to perform tests to evaluate the side collision performance of a center pillar part as an automobile body part. As shown in Figure 12, it comprises a pair of left and right roof-side support jigs 2 that support the roof-side end 1a, which is the upper end of the center pillar part 1; a pair of left and right rocker-side support jigs 3 that support the rocker-side end 1b, which is the lower end of the center pillar part 1; a rotation control mechanism 5 as a motion control mechanism provided on the rocker-side support jig 3 that supports the rocker-side end 1b of the center pillar part 1 in this embodiment; and a collision punch 6 that strikes horizontally at a test speed toward the direction corresponding to the inside of the vehicle body to the lower central part of the center pillar part 1, where the roof-side end 1a is supported by the roof-side support jig 2 and the rocker-side end 1b is supported by the rocker-side support jig 3.

[0040] The rotation control mechanism 5 in this embodiment is the same as that described in Figures 6 to 8 above. Figures 14(a) and 14(b) are side views showing the initial shape of the center pillar component 1 before the component collision test and the shape after the component collision test, respectively. During the component collision test, the collision of the collision punch 6 with the center pillar component 1 applies a roof-side load to the roof-side end 1a and a rocker-side load to the rocker-side end 1b. To measure these loads, load cells 7 are provided on a pair of left and right roof-side support fixtures 2 and a pair of left and right rocker-side support fixtures 3, as shown in Figure 12.

[0041] The rocker-side support jig 3 is a rectangular frame-shaped body 3b with open sides, which restricts the rotation of the U-shaped slide 3c when viewed from the side, while supporting the slide 3c so that it can move horizontally. The rotation restricting member 3a, to which the fixing ring 5a is fixed, is fixed to the side of the slide 3c, for example by welding, to restrict its rotation and is supported by the body 3b of the rocker-side support jig 3 so that it can move horizontally. The load cell 7 is positioned between the body 3b and the slide 3c.

[0042] The roof-side support jig 2 and the rocker-side support jig 3 have substantially the same configuration, except that the rocker-side support jig 3 is provided with a rotation control mechanism 5. Thus, the roof-side support jig 2 also has a rectangular frame-shaped body 2b that restricts the rotation of a U-shaped slide 2c to which a rectangular, thick plate-shaped rotation restricting member 2a is fixed, while supporting the slide 2c so that it can move horizontally. The roof-side end 1a of the center pillar component 1 is directly fixed to the rotation restricting member 2a, for example, by welding, and the load cell 7 is positioned between its body 2b and the slide 2c.

[0043] The collision performance evaluation test method for automobile body parts in this embodiment simulates a side collision of another automobile with the center pillar portion of the automobile body and performs a collision test of the center pillar part 1 using the collision performance evaluation test apparatus for automobile body parts of the above embodiment. During the test, the center pillar part 1, with its roof-side end 1a supported by a roof-side support jig 2 and its rocker-side end 1b supported by a rocker-side support jig 3, is struck horizontally by a collision punch 6 at a test speed in a direction corresponding to the inside of the vehicle (to the left in Figure 12). To measure the load distribution generated during the collision, the roof-side load applied to the left and right roof-side support jigs 2 and the rocker-side load applied to the left and right rocker-side support jigs 3 are measured using load cells 7. Furthermore, the change in shape of the center pillar part 1 before and after the collision is measured as shown in Figures 14(a) and (b).

[0044] In this component collision test, the state of an actual collision is simulated. The roof side end portion 1a completely restricts vertical, horizontal movement, and rotation using the roof side support jig 2. On the other hand, since the locker side end portion 1b undergoes deformation that twists about the longitudinal direction of the vehicle body during a collision, it is restricted by the rotation control mechanism 5. The torque generated at the locker side end portion 1b was predicted in advance by CAE (Computer Aided Engineering) analysis, and the thickness and number of steel pipes 5d were determined so that a torque equivalent to that torque would be generated. For example, in one example of the method for evaluating the collision performance of automobile body components in the above-described embodiment, three metal pipes 5d with a thickness of 1.2 mm, a diameter of 16 mm, and a length of 20 mm were arranged in each arc-shaped guide portion 5e, and a total of 24 pipes were arranged in the left and right rotation control mechanisms 5. Further, the collision punch 6 simulated a carriage used in a vehicle body collision test, and determined the shape of the punch tip portion and the collision position on the center pillar component 1.

[0045] In the component collision test of the above-described example, the collision punch 6 was collided with the center pillar component 1 supported by the collision performance evaluation test device for automobile body components of the above-described embodiment at a speed of 50 km / h using a high-speed deformation testing machine of the hydraulic servo method. As a result, as shown in FIG. 14(b), the S-shaped deformation of the center pillar that occurs in an actual vehicle body collision could be reproduced well.

[0046] FIG. 15 is a graph showing the collision load in the collision direction of the collision punch 6 measured by the load cell 7 during the component collision test according to the above-described example of the method for evaluating the collision performance of automobile body components of the above-described embodiment. The horizontal axis represents the stroke (mm) of the collision punch 6, and the vertical axis represents the magnitude of the collision load (kN). As shown in FIG. 15, the distribution of the loads generated at the roof side end portion 1a and the locker side end portion 1b of the center pillar component 1 during a collision could also be measured well. Thereby, the load applied from the center pillar component 1 to other parts of the vehicle body during the collision deformation of the center pillar component 1 could also be known.

[0047] As described above, the present invention has been described based on the illustrated examples. However, the present invention is not limited to the above examples. For example, in the above two embodiments, metal pipes 4d and 5d are used as energy absorption members. Instead of or in addition to this, members having other shapes and materials can also be used.

[0048] Further, in the above-described embodiment, the translational control mechanism 4 is provided in the roof-side support jig 2 that supports the roof-side end portion 1a of the center pillar part 1 as one end portion of the vehicle body part. Instead of or in addition to this, the translational control mechanism 4 may be provided in the rocker-side support jig 3 that supports the rocker-side end portion 1b as the other end portion of the vehicle body part.

[0049] Further, in the above-described two embodiments, the rotation control mechanism 5 is provided in the rocker-side support jig 3 that supports the rocker-side end portion 1b of the center pillar part 1 as the other end portion of the vehicle body part. Instead of or in addition to this, the rotation control mechanism 5 may be provided in the roof-side support jig 2 that supports the roof-side end portion 1a as one end portion of the vehicle body part.

[0050] Further, in the above-described embodiment, the compression ridge 4c is provided protruding from the translational plate 4a, and the cylindrical metal pipe 4d is disposed on the support plate 4b. Instead of or in addition to this, the compression ridge ʺ4c may be provided protruding from the support plate 4b, and the cylindrical metal pipe 4d may be disposed on the translational plate 4a. Also, the number of the compression ridges 4c is one in the above-described embodiment, but it can be appropriately changed according to requirements. In that case, the number of the linear guide portions 4e can also be appropriately changed according to requirements. Instead of the compression ridge, a compression pin may be used.

[0051] In addition, in the above-described two embodiments, the compression pin 5c is provided protruding from the fixed ring 5a, and the cylindrical metal pipe 5d is disposed on the rotating ring. Instead of or in addition to this, the compression pin 5c may be provided protruding from the rotating ring 5b, and the cylindrical metal pipe 5d may be disposed on the fixed ring 5a. Also, the number of the compression pins 5c is four in the above-described embodiment, but it can be appropriately changed according to requirements. In that case, the number of the arc-shaped guide portions 5e can also be appropriately changed according to requirements.

[0052] And in the above-described two embodiments, the object of the collision performance evaluation test is the center pillar part 1. Instead of this, a collision performance evaluation test may be carried out with other vehicle body parts such as a front pillar part or a rear pillar part as the object.

[0053] Thus, according to the collision performance evaluation test method and apparatus for automobile body parts of the present invention, as the collision punch is brought into contact with the body part at a test speed, a reaction force in the opposite direction is applied from the motion control mechanism to the end of the body part supported by the support jig equipped with the motion control mechanism, thereby controlling the motion of the end. This makes it possible to perform a collision performance evaluation test on a single body part while accurately reproducing the part constraint state and load load state during an actual vehicle collision. Furthermore, the simple and robust structure of arranging the energy absorbing member in the motion control mechanism of the support jig enables testing in the high-speed range of 50 km / h or more, and by applying inexpensive materials to the energy absorbing member, the economic rationality of the test can also be increased.

[0054] 1 Center pillar component 1a Roof side end 1b Rocker side end 2 Roof side support jig 2a Rotation restricting member 2b Main body 2c Slide 3 Rocker side support jig 3a Rotation restricting member 3b Main body 3c Slide 3d Axle member 4 Translation control mechanism 4a Translation plate 4b Support plate 4c Compression ridge 4d Metal pipe 4e Linear guide section 5 Rotation control mechanism 5a Fixing ring 5b Rotation ring 5c ​​Compression pin 5d Metal pipe 5e Arc-shaped guide section 6 Impact punch 7 Load cell