A set of side impact testing equipment and methods for judging the conditions of side impact testing for the center pillar of a vehicle.

Abstract

A side collision test apparatus 1 according to the present invention uses a collision test structure 100 including a center pillar 101, a roof rail simulation unit 103, and a rocker simulation unit 105 to perform a side collision test for the center pillar 101, the apparatus comprising a rocker support portion 7 having a rocker rotation braking mechanism 9 that supports a front end portion and a rear end portion of the rocker simulation unit 105, restrains translational movement, and also enables rotation around the axis thereof and is capable of braking the rotation, wherein the rocker rotation braking mechanism 9 includes a rocker rotation support member 19 that rotates together with the rocker simulation unit 105, and a rocker rotation braking plate 25 that brakes the rotation of the rocker rotation support member 19.

Description

Side collision test device for automobile center pillar and method for determining side collision test conditions

[0001] The present invention relates to a side crash test device for an automotive center pillar and a method for determining side crash test conditions.

[0002] In recent years, strict crashworthiness requirements have been placed on automobiles, and various crash tests are conducted on commercially available automobiles using actual vehicles (hereinafter referred to as "actual vehicles"). Furthermore, during the development stage of an automobile, a prototype vehicle is manufactured and its crashworthiness and other performance is confirmed through crash tests. However, if the required crashworthiness is not met, an improved prototype vehicle is manufactured and the crash test is conducted again. Such prototype manufacturing and retesting may be repeated multiple times until the required crashworthiness is met, resulting in problems such as increased development costs and delays in the development schedule.

[0003] To avoid such problems, prior to fabricating a prototype vehicle and evaluating its crash performance through a crash test, it is effective to conduct a crash test simulating a crash of an actual vehicle using structural members constituting the body frame that will be damaged in a crash test using an actual vehicle, or a structure composed of the structural members and other surrounding structural members, to examine the crash performance of such structural members and structures. Furthermore, before conducting a crash test using such structural members or structures, their crash performance may be examined through finite element method (FEM) analysis of the structural members or structures. In these studies, it is important in the development of automobile body frames to conduct crash tests or FEM analysis of the structural members or structures under conditions that can reproduce, as closely as possible, the phenomena that occur in a crash test of a prototype vehicle.

[0004] Among automobile crash tests, side impact tests, which simulate a collision between the side of a vehicle and another vehicle, evaluate the side impact performance of a center pillar using a crash test structure consisting of a center pillar positioned at the collision point of the other vehicle and a roof rail and rocker supporting the center pillar. Side impact tests are conducted by changing the shape and material (e.g., material strength, thickness, etc.) of the center pillar, and side impact performance is evaluated based on the test results, thereby developing a center pillar that satisfies the desired side impact performance. In side impact tests using such a crash test structure, a method is often adopted in which a collision object simulating another vehicle is collided with a predetermined position on the center pillar while the front and rear ends of the roof rail and rocker in the fore-and-aft direction of the vehicle are fixed or semi-fixed, respectively.

[0005] For example, Patent Document 1 discloses a method for measuring the energy absorbed by a side sill (rocker), which is a structural member of an automobile, and a center pillar in an impact test using the structure composed of the side sill and the center pillar. In this method, both ends of the side sill in the longitudinal direction are fixed, thereby restraining the displacement of both ends of the side sill, and then the impact test is performed.

[0006] Furthermore, Patent Document 2 discloses a method for evaluating the side impact performance of a vehicle center pillar structure by FEM analysis of the vehicle center pillar structure simulating a side impact. In this FEM analysis, boundary conditions are set such that a complete constraint condition is imposed on the upper end portion that joins to the roof rail, and a constraint condition that allows free rotation is imposed on the lower end portion that joins to the rocker.

[0007] Furthermore, Patent Document 3 discloses a technology in which a center pillar assembly including a center pillar, a portion of a side sill (rocker) extending longitudinally from the lower end of the center pillar, and a portion of a roof rail extending longitudinally from the upper end of the center pillar is used as a test specimen, and in a crash test in which a horizontally moving striker applies a side impact to the center pillar, the side sill and the roof rail undergo plastic deformation (torsional deformation and bending deformation). This technology focuses on the fact that the side sill and the roof rail undergo plastic deformation (torsional deformation and bending deformation), and supports both ends of the side sill and the roof rail with a test specimen support jig made of multiple shape steels and having an open or cross-shaped cross section. According to this technology, the rigidity of the test specimen support can be adjusted by forming a gradual change part in the cross section of the test specimen support, thereby enabling accurate evaluation of the side crash performance of the center pillar.

[0008] JP 2015-4627 A JP 2016-193709 A Japanese Patent No. 6070862 A

[0009] In side collision tests using actual automobiles, the center pillars of the actual vehicles often show a phenomenon in which the lower portions thereof bend or buckle toward the inside of the vehicle, and at the same time, the rockers of the actual vehicles show deformations that involve rotation such as torsion in addition to bending or folding. Therefore, even in side collision tests using structures with center pillars, it is necessary to reproduce the same phenomena as those of actual vehicles.

[0010] Therefore, the inventors analyzed a crash test structure 100, as shown in FIG. 2 , which includes a center pillar 101, a roof rail simulated part 103 connected to the upper end of the center pillar 101, and a rocker simulated part 105 connected to the lower end of the center pillar 101, and performed an FEM analysis of a side crash test in which a striker was collided with the side of the center pillar 101.From the results of this FEM analysis, the inventors conducted extensive research into the extent to which the phenomena and side crash performance in a side crash test using the crash test structure 100 can reproduce the phenomena and side crash performance in a crash test using an actual vehicle.

[0011] First, as disclosed in Patent Document 1, when an FEM analysis is performed with both ends of the rocker simulation portion 105 of the crash test structure 100 in the longitudinal direction (the front-to-rear direction of the vehicle in FIG. 2 ) completely restrained, it was found that the lower portion of the center pillar 101 is crushed by the impact body, resulting in deformation different from the phenomenon seen in side crash tests of an actual vehicle, where the lower portion of the center pillar is curved or bent.

[0012] Furthermore, as disclosed in Patent Document 2, when an FEM analysis was performed with both ends of the rocker simulation portion 105 in the vehicle longitudinal direction, which were constrained in translation, allowed to rotate freely, the lower portion of the center pillar 101 exhibited a large curvature or bend, similar to a side collision test of an actual vehicle. However, it was found that the rotation angle around the axis of the rocker simulation portion 105 was large, and depending on the structure of the center pillar 101, a destructive phenomenon different from that observed in a side collision test of an actual vehicle may occur. Furthermore, when both ends of the rocker simulation portion 105 were constrained to rotate freely, differences were observed, such as fracture not occurring in the portion where fracture occurred in the side collision test of an actual vehicle, but fracture occurring in other portions, and it was found that this may result in a problem in which the destructive phenomenon occurring in an actual vehicle cannot be accurately predicted.

[0013] In this regard, as disclosed in Patent Document 3, it was thought that it would be possible to more closely reproduce the fracture phenomenon that occurs in a side collision test of an actual vehicle if the roof rail simulation portion 103 and the rocker simulation portion 105 of the crash test structure 100 were supported by support jigs having torsional rigidity and bending rigidity equivalent to those of the roof rails and rockers of an actual vehicle. However, selecting the cross-sectional shape of such a support jig and designing the shape of the gradually changing cross-section portion to be formed in a part of it required the accumulation of a great deal of knowledge and experience, and creating an analytical model to confirm its effectiveness, performing FEM analysis, and trial and error in actual tests required a great deal of effort and cost.

[0014] The present invention has been made to solve the above-mentioned problems, and has an object to provide an automobile center pillar side collision test device and a method for determining side collision test conditions that can reproduce the center pillar destruction phenomenon that occurs in side collision tests of actual vehicles using a simpler mechanism and with simpler condition adjustments.

[0015] The vehicle center pillar side collision test device of the present invention uses a collision test structure including a vehicle center pillar, a roof rail simulation section connected to the upper end of the center pillar to simulate the roof rail of the vehicle, and a rocker simulation section connected to the lower end of the center pillar to simulate the rocker of the vehicle, and performs a side collision test on the center pillar. The device is equipped with a collision object to be collided with the side of the center pillar, roof rail support sections that support the front and rear ends of the roof rail simulation section, and rocker support sections that support the front and rear ends of the rocker simulation section, and the rocker support sections support the front and rear ends of the rocker simulation section when the collision object collides with the center pillar. the rocker rotation braking mechanism restrains translational movement of the rocker simulation part and supports it rotatably around its axis while braking the rotation, the rocker rotation braking mechanism comprising: a rocker rotation support member attached to an end face of the rocker simulation part and rotating together with the rocker simulation part about the axis and having an arc surface part formed on at least a part of its outer surface; a rocker rotation shaft support part that rotatably supports the center of rotation of the rocker rotation support member by restraining its translation; a rocker rotation braking plate attached at one end to the outer surface of the rocker rotation support member and disposed along a tangential direction of the arc surface part, that extends while braking the rotation of the rocker rotation support member when the collision object hits the center pillar and is wrapped around the arc surface; and a rocker rotation braking plate fixed portion that fixes the other end of the rocker rotation braking plate.

[0016] The roof rail support portion may have a roof rail rotation braking mechanism that restrains translational movement of the roof rail simulation portion when the impact object collides with the center pillar, and that is rotatable about its axis and supports the rotation in a manner that allows it to be braked. The roof rail rotation braking mechanism may include: a roof rail rotation support member that is attached to an end face of the roof rail simulation portion and rotates together with the roof rail simulation portion about the axis, and that has an arcuate surface portion formed on at least a part of its outer surface; a roof rail rotation shaft support portion that rotatably supports the rotation center of the roof rail rotation support member by restraining its translational movement; a roof rail rotation brake plate that has one end attached to the outer surface of the roof rail rotation support member and is disposed along a tangential direction of the arcuate surface portion, and that extends while braking the rotation of the roof rail rotation support member when the impact object collides with the center pillar, and is wrapped around the arcuate surface portion; and a roof rail rotation brake plate fixing portion that fixes the other end of the roof rail rotation brake plate.

[0017] At least one of the material properties, shape, and dimensions of the roof rail rotary brake plate in the roof rail rotary brake mechanism may be different between the front end side and the rear end side of the roof rail simulation portion.

[0018] At least one of the material characteristics, shape and dimensions of the rocker rotation braking plate in the rocker rotation braking mechanism may be different between the front end side and the rear end side of the rocker simulation portion.

[0019] The method for determining side impact test conditions for an automobile center pillar according to the present invention determines, as test conditions, the material properties, shape and dimensions of the rocker rotating brake plate used in the automobile center pillar side impact test device according to the present invention, and includes a vehicle model creation step of creating a vehicle model that models the automobile, a vehicle model side impact analysis step of performing a side impact analysis in which a striking body is caused to collide with the side of the center pillar from the side of the vehicle model and obtaining the rotation angle of the rocker of the automobile in the vehicle model by the side impact analysis, a side impact test model creation step of creating a side impact test model that models the collision test structure and the side impact test device, a rotating brake plate setting step of setting the material properties, shape and dimensions of the rocker rotating brake plate in the side impact test model, a side impact test model analysis step of performing a side impact analysis in which a striking body is caused to collide with the center pillar of the side impact test model and obtaining the rotation angle of the rocker simulating section, and a rotation angle comparison step of comparing the rotation angle of the rocker rotary brake plate with the rotation angle of the rocker simulation part obtained in the side collision test model analysis step; a repetition step of changing the material properties, shape and dimensions of the rocker rotary brake plate until the rotation angle compared in the rotation angle comparison step falls within a predetermined range, and repeatedly executing the rotary brake plate setting step, the side collision test model analysis step and the rotation angle comparison step; and a test condition determination step of determining, as test conditions, the material properties, shape and dimensions of the rocker rotary brake plate when the compared rotation angle of the rocker simulation part and the rotation angle of the rocker fall within a predetermined range in the repetition step.

[0020] According to the present invention, it is possible to apply a brake to the rotation of the rocker simulation section when an impact object strikes the side of the center pillar, and by using a simple mechanism and simple adjustment of conditions, it is possible to more accurately reproduce the destruction phenomenon of the center pillar that occurs in side collision tests of an actual vehicle.This makes it possible to consider and select the structure and materials of the center pillar through small-scale tests, and reduces the need for structural revisions on actual vehicles, making the development of body frame structures more efficient.

[0021] FIG. 1 is a diagram illustrating the configuration of an automobile center pillar side collision test apparatus according to a first embodiment of the present invention. FIG. 2 is a diagram illustrating a crash test structure that is the subject of a side collision test in the present invention. FIG. 3 is a diagram illustrating the configuration of an automobile center pillar side collision test apparatus according to the first embodiment of the present invention (part 1). FIG. 4 is a diagram illustrating the configuration of an automobile center pillar side collision test apparatus according to the first embodiment of the present invention (part 2). FIG. 5 is a diagram illustrating an example of the shape of a rocker rotating brake plate used in the automobile center pillar side collision test apparatus according to the first embodiment of the present invention. FIG. 6 is a diagram illustrating the function and effect of the automobile center pillar side collision test apparatus according to the first embodiment of the present invention. FIG. 7 is a diagram illustrating another example of the configuration of the automobile center pillar side collision test apparatus according to the first embodiment of the present invention. FIG. 8 is a diagram illustrating a method for determining conditions for an automobile center pillar side collision test according to a second embodiment of the present invention. FIG. 9 is a diagram illustrating a crash test structure having a center pillar that was the subject of the side collision tests in Examples 1 and 2. FIG. 10 is a cross-sectional view showing deformation of a center pillar in a side collision test in Example 1 ((a) crash test structure (rocker rotating brake plate: rectangular shape, oxygen-free copper), (b) crash test structure (rocker rotating brake plate: rectangular shape metal sheet, mild steel), (c) actual vehicle). FIG. 11 is a graph of load measured in a crash test of the crash test structure using the side collision test device according to the present invention in Example 1. FIG. 12 is a cross-sectional view showing deformation of a center pillar in a side collision test in Example 2 ((a) crash test structure (rocker rotating brake plate: dumbbell shape, oxygen-free copper), (b) crash test structure (rocker rotating brake plate: dumbbell shape, mild steel), (c) actual vehicle). FIG. 13 is a graph of load measured in a crash test of the crash test structure using the side collision test device according to the present invention in Example 2.

[0022] In recent years, due to the strengthening of automobile crash safety performance requirements, high-strength steel sheets have been used in center pillars, significantly improving their strength. At the same time, high-strength steel sheets have also been used in the roof rails and rockers that support the center pillars, significantly improving their strength. As a result, in side collision tests of actual vehicles using high-strength steel for the center pillars, deformation of the center pillars in the roof rails and rockers is suppressed, making it less likely for fractures to occur in the lower portion near the connection with the rocker.

[0023] In contrast, as mentioned above, in a side collision test of a center pillar 101 using a collision test structure 100 as shown in FIG. 2, if both ends of the rocker simulation portion 105, whose translation is restrained, are allowed to rotate freely, as in the technology disclosed in Patent Document 2, the rocker simulation portion 105 will rotate excessively, and the fracture phenomenon of the center pillar 101 will occur first in the lower portion 101b, and no fracture will occur in the upper portion 101a, which is significantly different from the fracture phenomenon of a center pillar in a side collision test of an actual vehicle.

[0024] Therefore, the inventors conducted extensive research into means for satisfactorily reproducing the fracture phenomenon of a center pillar in a side collision of an actual vehicle in a side collision test of a center pillar 101 using a collision test structure 100 as shown in Fig. 2. As a result, they came up with the idea that in addition to supporting the rocker simulation portion 105 while allowing it to rotate while restricting its translation, it would be sufficient to provide a mechanism for applying a brake to the rotation and support both ends of the rocker simulation portion 105. Furthermore, they conducted further research into means for simply applying a brake to the rotation of the rocker simulation portion 105 and for easily adjusting the brake.

[0025] Before describing the preferred embodiments of the present invention, a crash test structure having a center pillar to be used in a side crash test will be described. While the present specification and drawings describe a center pillar in an upright position so that its posture in a side crash test is identical to that of a center pillar in an actual automobile, the present invention is not limited to this posture and position of the center pillar. Therefore, terms indicating positions and directions, such as "upper end," "lower end," "side," "front end," and "rear end," used in the present specification, represent relative positions and directions (vehicle up-down direction, vehicle width direction, and vehicle fore-and-aft direction) based on the posture and position of the center pillar in an actual automobile, and do not represent absolute positions and directions based on the posture and position of the center pillar in a side crash test. Furthermore, in the present specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals.

[0026] <Crash Test Structure> As shown in FIG. 2 as an example, the crash test structure 100 includes a center pillar 101 of an automobile, a roof rail simulation portion 103 connected to the upper end of the center pillar 101, and a rocker simulation portion 105 connected to the lower end of the center pillar 101.

[0027] The roof rail simulation portion 103 simulates the roof rail of an actual automobile, and is obtained by cutting the roof rail at a plane perpendicular to the longitudinal direction of the vehicle before and after the connection portion with the upper end of the center pillar 101. Fixing plates 107 are joined to the front and rear ends of the roof rail simulation portion 103 as members for mounting it to a side collision test device for an automobile center pillar, which will be described later. The roof rail simulation portion 103 may also be a cut-out portion of the roof rail of an actual automobile.

[0028] The rocker simulation section 105 simulates the rocker of an actual automobile, and is obtained by cutting the rocker at a plane perpendicular to the longitudinal direction of the vehicle before and after the connection with the lower end of the center pillar 101. Circular plates 109 are joined to the front and rear ends of the rocker simulation section 105 as members for mounting on a side collision test device for an automobile center pillar, which will be described later. The rocker simulation section 105 may be a cut-out version of the rocker of an actual vehicle.

[0029] [Embodiment 1] A side collision test device 1 for an automobile center pillar according to Embodiment 1 of the present invention (hereinafter simply referred to as "side collision test device 1") uses a collision test structure 100 as shown in FIG. 2 to conduct a side collision test of a center pillar 101. As shown in FIG. 1, the device includes a collision body 3, a roof rail support portion 5, and a rocker support portion 7, and the rocker support portion 7 has a rocker rotation braking mechanism 9. Each of the above components will be described below with reference to FIGS. 1 to 6. Note that FIG. 3 illustrates the configuration of the rocker rotation braking mechanism 9, and FIG. 4 illustrates a state in which some other components have been removed for convenience in order to show a state in which the rocker rotation braking mechanism 9 is supported.

[0030] <Collision Body> The collision body 3 is to be collided horizontally with the side surface of the center pillar 101 from the side of the collision test structure 100 (corresponding to the outer side of the vehicle in the vehicle width direction), and has a lower punch 3 a that simulates the bumper of another vehicle that will collide with the side surface of the center pillar from the side of the actual vehicle, and an upper punch 3 b that simulates the vehicle body of the other vehicle.

[0031] <Roof rail support portion> The roof rail support portion 5 supports the front and rear ends of the roof rail simulation portion 103. In the side collision test device 1 according to the first embodiment, the roof rail support portion 5 supports the roof rail simulation portion 103 via fixing plates 107 (see FIG. 2 ) joined to the front and rear ends of the roof rail simulation portion 103 so as to restrict translation and rotation about the axis of the roof rail simulation portion 103 when the collision object 3 collides with the center pillar 101.

[0032] Furthermore, the roof rail support portion 5 is provided with a load cell 11 (see Figure 4) for measuring the load when the collision object 3 collides with the side of the center pillar 101, and a roof rail position adjustment member 13 (see Figure 1) for adjusting the position of the front and rear ends of the roof rail simulation portion 103 in the vehicle width direction.

[0033] <Rocker Support Section> The rocker support section 7 supports the front and rear ends of the rocker simulation section 105, and has a rocker rotation braking mechanism 9 that restrains the translational movement of the rocker simulation section 105 when the impact body 3 collides with the side surface of the center pillar 101, and supports the rocker simulation section 105 so that it can rotate around its axis and brake the rotation.

[0034] The rocker support section 7 is also provided with a load cell 15 (see FIG. 4) for measuring the load when the collision object 3 collides with the side of the center pillar 101, and a rocker position adjustment member 17 (see FIG. 1) for adjusting the positions of the front and rear ends of the rocker simulation section 105 in the vehicle width direction.

[0035] <Rocker Rotation Brake Mechanism> The rocker rotation brake mechanism 9 has a rocker rotation support member 19 , a rocker rotation shaft 21 ( FIG. 3 ), a rocker rotation shaft support portion 23 , a rocker rotation brake plate 25 , and a rocker rotation brake plate fixing portion 27 .

[0036] <<Rocker Rotation Support Member>> The rocker rotation support member 19 is attached to the end faces of the front and rear ends of the rocker simulation portion 105, rotates around its axis together with the rocker simulation portion 105, and has arc-shaped arc surface portions 19a ( FIG. 3 ) formed on at least a portion of its outer surface, the cross section perpendicular to the rotation axis of the rotation being arc-shaped so that the rocker rotation brake plate 25 wraps around it. In the first embodiment, the rocker rotation support member 19 is attached to circular plates 109 joined to the front and rear ends of the rocker simulation portion 105 so that the rotation axis of the rocker rotation support member 19 is coaxial with the central axis of the rocker simulation portion 105. The arc surface portions 19a of the rocker rotation support member 19 may also have the same radius centered on the rotation axis.

[0037] In side collision tests using actual automobiles, the vehicles are crashed at speeds ranging from 30 km / h to even exceeding 50 km / h. When a collision occurs at such high speeds, the rotational movements of the roof rails and rockers, such as twisting, also become high speed.

[0038] The rocker rotation support member 19 and the disc 109 rotate together with the rocker simulation section 105, but if the moment of inertia of the rocker rotation support member 19 and the disc 109 around this rotation axis is excessively large, a large braking force will be applied when the rocker simulation section 105 attempts to rotate in a high-speed collision test, slowing the rotation; when the rotation stops, the deceleration will be slowed and the rotation angle will be increased, which may result in a large deviation from the rotational behavior, such as twisting of the rocker, in a side collision test with an actual vehicle.

[0039] Therefore, by selecting the dimensions and materials of the rocker rotation support member 19 and the disk 109 so that the total moment of inertia of the rocker rotation support member 19 and the disk 109 in the side collision test device 1 is 10 times or less, and more preferably 5 times or less, compared to the moment of inertia of the rocker from the rear end of the lower front pillar to the front end of the lower rear pillar in an actual vehicle, with the longitudinal direction of the vehicle as the axis, it becomes possible to satisfactorily reproduce the destruction phenomenon of the center pillar in a side collision test of an actual vehicle.

[0040] <Rocker Rotation Axis> As shown in FIG. 3 , the rocker rotation axis 21 coincides with the center of rotation of the rocker rotation support member 19 .

[0041] <Rocker Rotation Shaft Support Portion> The rocker rotation shaft support portion 23 supports the rocker rotation shaft 21 rotatably while restricting its translation.

[0042] <Rocker Rotating Brake Plate> The rocker rotating brake plate 25 has one end attached to the outer surface of the rocker rotation support member 19 and is arranged along the tangent direction of the arc of the arc surface portion 19a (FIG. 3). When a collision object 3 collides with the side surface of the center pillar 101, the rocker rotating brake plate 25 is pulled and stretched by the rotation of the rocker simulation portion 105, thereby braking the rotation and being wrapped around the arc surface portion 19a. In the first embodiment, the rocker rotating brake plate 25 has a dumbbell shape in a plan view, having a parallel portion 25a and an end portion 25b, as shown in FIG. 5. Note that it is preferable to arrange the rocker rotating brake plate 25 in a direction perpendicular to the tangent direction of the arc of the arc surface portion 19a and the collision direction of the collision object 3, so that the load in the vehicle height direction during a collision can be measured.

[0043] <Rocker Rotating Brake Plate Fixing Portion> The rocker rotating brake plate fixing portion 27 fixes the other end 25 b ( FIG. 5 ) of the rocker rotating brake plate 25 .

[0044] Next, the effects of the side collision test device according to the present invention will be described with reference to Fig. 6. Fig. 6 illustrates a crash test structure 100 (Fig. 2) having a center pillar 101 that is the test subject of a side collision test, and a side collision test model 110 that models the collision body 3, roof rail support portion 5, and rocker support portion 7 of the side collision test device 1 (Fig. 1) in a second embodiment of the present invention, which will be described later. However, the function of each component included in the side collision test model 110 is the same as that of each corresponding component of the crash test structure 100 and the side collision test device 1.

[0045] As shown in Figure 6, when an impact body 3 (lower punch 3a and upper punch 3b) hits the side of the center pillar 101, the rocker simulation part 105 connected to the lower end of the center pillar 101 is restrained from translation and is supported rotatably around its axis, causing it to rotate around its axis toward the inside of the vehicle.

[0046] At this time, a rocker rotation brake plate 25 is attached to the outer surface of the rocker rotation support member 19, and a tensile load acts on the rocker rotation brake plate 25 due to the rotation of the rocker rotation support member 19. This tensile load causes the rocker rotation brake plate 25 to extend, and brakes the rotation of the rocker rotation support member 19. The extended rocker rotation brake plate 25 then wraps around the arc surface portion 19a as the rocker rotation support member 19 rotates.

[0047] In this way, by supporting the front and rear ends of the rocker simulation part 105 with the rocker support part 7 having the rocker rotation braking mechanism 9, the translational movement of the rocker simulation part 105 can be restrained with a simple mechanism, and the rocker simulation part 105 can be rotated around its axis and the rotation can be braked, thereby reproducing the destruction phenomenon of the center pillar that occurs in a side collision test using an actual vehicle.

[0048] Furthermore, in the side collision test device according to the present invention, the braking force applied to the rotation of the rocker simulation portion 105 can be adjusted by appropriately changing the material properties, shape, and dimensions of the rocker rotation braking plate 25.

[0049] The material of the rocker rotation brake plate 25 may be any material having a tensile strength that allows it to elongate without breaking when a tensile load acts on the rocker rotation brake plate 25 due to the rotation of the rocker simulation part 105, and examples of such material include mild steel and oxygen-free copper.

[0050] As described above, the shape of the rocker rotation brake plate 25 is not particularly limited, and examples include a dumbbell shape in plan view having a parallel portion 25a between both end portions 25b, 25b as shown in Figure 5, as well as a rectangular shape with a constant plate width. However, it is preferable that the shape be such that when the rocker rotation support member 19 rotates, a tensile load acts uniformly to brake the rotation of the rocker rotation support member 19. Therefore, the arc surface portion 19a of the rocker rotation support member 19 may have the same radius centered on the rotation axis.

[0051] From this perspective, in the dumbbell-shaped rocker rotation brake plate 25, when one end 25b of the dumbbell shape is attached to the rocker rotation support member 19 and the other end 25b is fixed to the rocker rotation brake plate fixing portion 27, and a collision body 3 (FIG. 1) is caused to collide with the plate, a tensile load acts uniformly on the parallel portion 25a (FIG. 5), which is preferable as it allows the rotation of the rocker rotation support member 19 to be effectively braked.

[0052] The dimensions of the rocker rotation brake plate 25 can be determined by setting the sheet thickness and width so that it will not break when subjected to the tensile load caused by the rotation of the rocker rotation support member 19, and can also be determined to a length that will allow it to stretch without breaking.

[0053] In this way, it is possible to improve the reproducibility of the center pillar destruction phenomenon that occurs in an actual vehicle by appropriately setting the material properties, shape, and dimensions as parameters of the rocker rotary brake plate 25. This makes it possible to examine the structure and materials of the center pillar through small-scale collision tests without using an actual vehicle, and also makes it possible to improve the efficiency of the development of the body frame structure by reducing the need to review the structure on an actual vehicle.

[0054] It should be noted that the rocker rotating brake plate 25 does not necessarily have to have the same material properties, shape, and dimensions at the front end and rear end of the rocker simulation portion 105. In other words, at least one of the material properties, shape, and dimensions of the rocker rotating brake plate 25 may be different at the front end and rear end of the rocker simulation portion 105, depending on the difference in rotation around the axis of the front end and rear end of the rocker in the side collision test of the target vehicle.

[0055] In the above description of the first embodiment, the rocker support portion 7 and the rocker rotation braking mechanism 9 are configured separately, but it is more preferable to configure the rocker support portion 41 to have the rocker rotation braking mechanism 43 built in, as shown in Fig. 7. For convenience of explanation, Fig. 7 shows an enlarged view of the rocker support portion 41 and the rocker rotation braking mechanism 43 that support the front end of the rocker simulation portion 105, but the mechanism that supports the rear end of the rocker simulation portion 105 has a similar configuration. In Fig. 7, a portion of the rocker support portion 41 is shown with a dotted line so that the components provided inside the rocker support portion 41 can be seen.

[0056] The rocker support portion 41 supports the front and rear ends of the rocker simulation portion 105, and has a rocker rotation braking mechanism 43 that restrains the translational movement of the rocker simulation portion 105 when the impact body 3 collides with the side of the center pillar 101, and supports the rocker simulation portion 105 so that it can rotate around its axis and brake the rotation.

[0057] The rocker rotation braking mechanism 43 has a rocker rotation support member 45 , a rocker rotation shaft support portion 47 , a rocker rotation braking plate 25 , and a rocker rotation braking plate fixing portion 27 .

[0058] Similar to the rocker rotation support member 19 (see Figure 3) described above, the rocker rotation support member 45 is attached to discs 109 joined to the front and rear ends of the rocker simulation portion 105, and rotates around its axis together with the rocker simulation portion 105. As shown in Figure 7(b), the rocker rotation support member 45 has an arc surface portion 45a (see arc surface portion 19a in Figure 3) formed so that the rocker rotation brake plate 25 attached to the outer surface of the central portion in the longitudinal direction of the vehicle is wrapped around it, and circumferential surface portions 45b whose outer surfaces at both ends in the longitudinal direction of the vehicle are formed into a circumferential surface shape.

[0059] The rocker rotation shaft support portion 47, in place of the rocker rotation shaft 21 (see FIG. 3) described above, supports the circumferential surface portions 45b at both ends of the rocker rotation support member 45 in the vehicle front-rear direction while rotatably restricting its translational movement, and is a substantially U-shaped member having a support plate member 47a that supports the circumferential surface portions 45b. The rocker rotation support member 45 is disposed inside the substantially U-shape of the rocker rotation shaft support portion 47, and the circumferential surface portions 45b of the rocker rotation support member 45 are inserted into holes 47b of the support plate member 47a, thereby supporting the rocker rotation support member 45 while rotatably restricting its translational movement.

[0060] In another configuration of this embodiment 1 as exemplified in Figure 7, the point at which the vehicle width direction axis of the load cell 15 connects to the rocker rotation shaft support portion 47, i.e., the fulcrum that supports the horizontal load acting on the rocker simulation portion 105 following a collision with the collision body 3, and the point at which the rocker rotation brake plate 25 is fixed to the rocker rotation support member 45, i.e., the point of action at which a braking force in the vehicle height direction acts on the rotation of the rocker simulation portion 105, can be made to be the same position in the fore-and-aft direction of the vehicle.

[0061] In this way, the rocker support load acting in the vehicle width direction and the rocker rotation braking load acting in the vehicle height direction act at the same point when viewed from the collision direction of the collision body 3, thereby suppressing rotation and twisting other than around the rotation axis of the rocker simulation section 105 and making it possible to make the rotation of the rocker simulation section 105 closer to the movement of the rocker in a collision test of an actual vehicle.

[0062] In the side collision test device 1 according to the above-described first embodiment, the rocker support portion 7 supporting the rocker simulation portion 105 restrains the translational movement of the front and rear ends of the rocker simulation portion 105 and is supported so as to be rotatable around its axis, whereas the roof rail support portion 5 supporting the roof rail simulation portion 103 restrains both the translational movement and rotation of the front and rear ends of the roof rail simulation portion 103 and supports it.

[0063] However, as shown schematically in Figure 6, the side collision test device according to the present invention may also have a roof rail support section 29 that supports the front and rear ends of the roof rail simulation section 103, which restrains the translational movement of the roof rail simulation section 103 and has a roof rail rotation braking mechanism 31 that supports the roof rail simulation section 103 so that it can rotate around its axis and brake the rotation.

[0064] The roof rail rotation braking mechanism 31, like the rocker rotation braking mechanism 9 described above, has a roof rail rotation support member 33, a roof rail rotation shaft (not shown), a roof rail rotation shaft support portion (not shown), a roof rail rotation braking plate 35, and a roof rail rotation braking plate fixing portion 37.

[0065] The roof rail rotation support member 33 is attached to the end faces of the front and rear ends of the roof rail simulation portion 103 and rotates around an axis together with the roof rail simulation portion 103, and is a member having an arc surface portion 33a (Figure 6) formed on at least a portion of its outer surface, the cross section of which is arc-shaped and perpendicular to the rotation axis of the rotation.

[0066] The roof rail rotation shaft protrudes outward in the direction of the rotation shaft from the rotation center of the roof rail rotation support member 33. The roof rail rotation shaft support portion supports the roof rail rotation shaft rotatably while restricting its translational movement.

[0067] The roof rail rotary brake plate 35 has one end attached to the outer surface of the roof rail rotation support member 33 and is disposed along the tangent direction of the arc of the arc surface portion 33a. When the collision object 3 hits the side surface of the center pillar 101, the roof rail rotary brake plate 35 extends due to the rotation of the roof rail simulation portion 103, thereby braking the rotation and being wound up around the arc surface portion 33a. The roof rail rotary brake plate 35 may be shaped like a dumbbell (see FIG. 5 ) or a rectangular strip. The roof rail rotary brake plate fixing portion 37 fixes the other end of the roof rail rotary brake plate 35. Preferably, the roof rail rotary brake plate 35 is disposed in a direction perpendicular to the tangent direction of the arc of the arc surface portion 33a and the collision direction of the collision object 3, so that the load in the vehicle height direction during a collision can be measured.

[0068] In this way, by supporting the front and rear ends of the rocker simulation portion 105 with the rocker support portion 7 having the rocker rotation braking mechanism 9, and by supporting the front and rear ends of the roof rail simulation portion 103 with the roof rail support portion 5 having the roof rail rotation braking mechanism 31, when the impact body 3 collides with the center pillar 101 of the collision test structure 100, the translational movement of the roof rail simulation portion 103 is restrained, and it is possible to rotate the roof rail simulation portion 103 about its axis and to apply a brake to this rotation, thereby further improving the reproducibility of the destruction phenomenon of the center pillar that occurs in side collision tests using actual vehicles.

[0069] In addition, in the side collision test device of the present invention, as with the rocker rotating brake plate 25, the braking force applied to the rotation of the roof rail simulation portion 103 can be adjusted by appropriately changing the material properties, shape and dimensions of the roof rail rotating brake plate 35.

[0070] Furthermore, the material properties, shape, and dimensions of the roof rail rotating brake plates 35 do not necessarily have to be the same at the front end and rear end of the roof rail simulation portion 103. In other words, at least one of the material properties, shape, and dimensions of the roof rail rotating brake plates 35 may be different at the front end and rear end of the roof rail simulation portion 103, depending on the difference in rotation around the axis of the front end and rear end of the roof rail in the side collision test of the target vehicle.

[0071] As shown in Fig. 1, the side collision test device according to the present invention can obtain the load in the vehicle width direction at the time of a side collision on the center pillar 101, which is difficult to measure in tests on an actual vehicle, by installing a load cell 11 and a load cell 15 on the roof rail support portion 5 and the rocker support portion 7, respectively. Also, by installing a load cell on the rocker rotating brake plate fixing portion 27 and / or the roof rail rotating brake plate fixing portion 37 shown in Fig. 6, it is possible to obtain the load in the vehicle height direction at the time of a side collision.

[0072] In particular, in the present invention, the rocker rotation brake plate 25 in the rocker rotation brake mechanism 9 of the rocker support portion 7 is disposed in the tangential direction of the arcuate surface portion 19a of the rocker rotation support member 19. Furthermore, in the case where the roof rail support portion 5 has the roof rail rotation brake mechanism 31, the roof rail rotation brake plate 35 is disposed in a direction perpendicular to the collision direction of the collision object 3 as well as in the tangential direction of the arcuate surface portion 19a of the rocker rotation support member 19. Therefore, it is possible to obtain the load of the center pillar 101 during a side collision without affecting the rotation of the rocker rotation support member 19 by the rocker rotation brake plate 25 and the rotation of the roof rail rotation support member 33 by the roof rail rotation brake plate 35. Then, based on the obtained load, information useful for examining and selecting the structure and material of the center pillar can be obtained.

[0073] It should be noted that even if the side collision test device according to the present invention supports the roof rail simulation portion 103 as shown in FIG. 6, it is preferable that the roof rail rotation braking mechanism be built into the roof rail support portion (not shown), as exemplified in FIG. 7 described above.

[0074] In addition, in the above explanation, a disk 109 is joined to each of the front and rear ends of the rocker simulation section 105, and a rocker rotation support member 19 is attached to the disk 109, but in the present invention, the rocker rotation support member 19 may be joined directly to each of the front and rear ends of the rocker simulation section 105 without using the disk 109.

[0075] Similarly, even when the roof rail support portion 5 has a roof rail rotation braking mechanism 31 as shown in Figure 6, the roof rail rotation support member 33 may be directly joined to the front and rear ends of the roof rail simulation portion 103 without joining the fixing plate 107 to the front and rear ends of the roof rail simulation portion 103.

[0076] [Embodiment 2] A method for determining side collision test conditions for an automobile center pillar according to embodiment 2 of the present invention is a method for determining the material properties, shape, and dimensions of the rocker rotating brake plate 25 as test conditions for a side collision test when a side collision test is conducted on a center pillar 101 using the side collision test apparatus 1 according to embodiment 1 described above, and includes, as shown in Figure 8, a vehicle model creation step S1, a vehicle model side collision analysis step S3, a side collision test model creation step S5, a rotating brake plate setting step S7, a side collision test model analysis step S9, a rotation angle comparison step S11, a repetition step S13, and a test condition determination step S15. Each of these steps will be described below with reference to Figures 1 to 6 described in embodiment 1 above.

[0077] <Vehicle Model Creation Step> Vehicle model creation step S1 is a step of creating a vehicle model that models an actual automobile. In creating the vehicle model, the actual automobile may be divided into three-dimensional elements and / or two-dimensional elements.

[0078] <Vehicle model side impact analysis step S3> Vehicle model side impact analysis step S3 is a step of performing a side impact analysis in which a model of a collision object such as another vehicle is collided with the side of a center pillar of the vehicle model created in vehicle model creation step S1 from the side of the vehicle model, and obtaining the rotation angle of the rocker of the vehicle model about its axis through the side impact analysis. In vehicle model side impact analysis step S3, the side impact analysis may be performed using a finite element method (FEM) analysis.

[0079] <Side Impact Test Model Creation Step S5> The side impact test model creation step S5 is a step of creating a side impact test model 110 (see FIG. 6 ) that models the impact test structure 100 including the center pillar 101 that is the test subject of the side impact test as shown in FIG. 1 , and the side impact test device 1 that performs the side impact test of the center pillar 101.

[0080] The side collision test model 110 is created by dividing the crash test structure 100 and the side collision test device 1 into three-dimensional elements and / or two-dimensional elements. Furthermore, when modeling the side collision test device 1, it is not necessary to model all of the components of the side collision test device 1; it is sufficient to model at least the collision body 3, the roof rail support portion 5, and the rocker support portion 7 having the rocker rotation braking mechanism 9.

[0081] In creating the side collision test model 110, in the side collision test model analysis step S9 described later, if the translation of the roof rail simulation portion 103 and the rocker simulation portion 105 is restrained and rotation about their axes and braking of the rotation are possible, the components of the side collision test device 1 may be modeled in a simplified form as shown in FIG. 6 .

[0082] <Rotating Brake Plate Setting Step S7> Rotating brake plate setting step S7 is a step of setting the material properties, shape, and dimensions of the rocker rotating brake plate 25 in the side collision test model 110 created in side collision test model creation step S5. The material properties of the rocker rotating brake plate 25 include the material quality and material strength, the shape includes a rectangular shape or a dumbbell shape (see FIG. 5), and the dimensions include the plate width and plate thickness.

[0083] <Side Impact Test Model Analysis Step S9> Side impact test model analysis step S9 is a step of performing a side impact analysis in which a collision object 3 is caused to collide with the side surface of the center pillar 101 from the side of the side impact test model 110, and acquiring the rotation angle of the rocker simulation portion 105 of the side impact test model 110. In the side impact test model analysis step S9, the side impact analysis of the side impact test model 110 may be performed by finite element method (FEM) analysis.

[0084] <Rotation Angle Comparison Step S11> The rotation angle comparison step S11 is a step of comparing the rotation angle of the rocker acquired in the vehicle model side collision analysis step S3 with the rotation angle of the rocker simulation portion 105 acquired in the side collision test model analysis step S9.

[0085] <Repetition Step S13> The repetition step S13 is a step in which the material properties, shape, and dimensions of the rocker rotary brake plate 25 are changed and the rotary brake plate setting step S7, the side collision test model analysis step S9, and the rotation angle comparison step S11 are repeatedly executed until the rotation angle compared in the rotation angle comparison step S11 falls within a predetermined range. The predetermined range is, for example, when the rotation angle falls within ±0.5°.

[0086] <Test condition determination step S15> Test condition determination step S15 is a step of determining, as test conditions for a side collision test of the center pillar 101 using the side collision test device 1, the material properties, shape, and dimensions of the rocker rotating brake plate 25 when the rotation angle of the rocker simulation portion 105 of the side collision test model 110 is within a predetermined range relative to the rotation angle of the rocker of the vehicle model.

[0087] According to the method for determining side collision test conditions for an automobile center pillar according to the second embodiment, the material properties, shape, and dimensions as parameters of the rocker rotating brake plate 25 used in the side collision test apparatus 1 according to the first embodiment are determined as test conditions for a side collision test using the side collision test apparatus 1, thereby making it possible to satisfactorily reproduce the destruction phenomenon of the center pillar that occurs in a side collision test of an actual vehicle with a simpler mechanism and simpler condition adjustment. This makes it possible to consider and select the structure and materials of the center pillar through small-scale side collision tests without using an actual vehicle, and to reduce the need to review the structure of the actual vehicle, thereby making it possible to more efficiently develop the body frame structure.

[0088] The rocker rotary brake plate 25, whose parameters are set in the rotary brake plate parameter setting step, may be formed by stacking two or more metal plates having different material strengths, or by further joining stacked metal plates. Furthermore, the stacked metal plates are not limited to being made of the same material (for example, two copper sheets or two steel sheets), but may be made of different materials (for example, a copper plate and a steel plate), and the combination of materials, shapes, and dimensions of the stacked metal plates may be selected as appropriate.

[0089] Furthermore, the above explanation has been about determining the parameters of the rocker rotating brake plate 25 as a side collision test condition, but the roof rail simulation portion 103 can be supported by the roof rail support portion 5 having the roof rail rotation braking mechanism 31, as shown in FIG. 6, depending on the rotation angle of the roof rail during a side collision of an actual vehicle, and the parameters of the roof rail rotating brake plate 35 can be determined in the same manner as the procedure for determining the parameters of the rocker rotating brake plate 25 described above.

[0090] Specifically, first, in vehicle model side collision analysis step S3, the rotation angle of the roof rail in the vehicle model about the axis is obtained. Next, a side collision test model 110 is created in which the front and rear ends of the roof rail simulation portion 103 are supported by roof rail support portions 5 having roof rail rotation braking mechanisms 31 as shown in Figure 6, and a side collision analysis is performed on the created side collision test model 110 to obtain the rotation angle of the roof rail simulation portion 103 about the axis.

[0091] The rotation angle of the roof rail obtained in the vehicle model side collision analysis step S3 is compared with the rotation angle of the roof rail simulation portion 103 obtained in the side collision test model analysis step S9, and the material properties, shape, and dimensions of the roof rail rotating brake plate 35 are changed until the compared rotation angle falls within a predetermined range, and the rotating brake plate setting step S7, the side collision test model analysis step S9, and the rotation angle comparison step S11 are repeatedly executed. When the rotation angle compared in the rotation angle comparison step S11 falls within the predetermined range, the material properties, shape, and dimensions of the roof rail rotating brake plate 35 at that time are determined as the test conditions for the side collision test of the center pillar 101 using the side collision test device 1.

[0092] A specific experiment was carried out to confirm the effects of the present invention, and the results will be described below.

[0093] Example 1 In Example 1, the side collision performance of a center pillar was evaluated using a crash test structure 120 as a test subject, which was configured to include a center pillar 121 of a commercially available vehicle, a roof rail simulation portion 123 connected to the upper end of the center pillar, and a rocker simulation portion 125 connected to the lower end of the center pillar, as shown in FIG. 9 .

[0094] In the crash test structure 120, the roof rail simulation section 123 is formed by cutting the roof rail of the commercially available vehicle at a cross section perpendicular to the longitudinal direction of the vehicle before and after the connection with the center pillar 121, and a disk-shaped roof rail rotation support member 127 is joined to the front and rear ends of the roof rail simulation section 123, and the roof rail rotation support member 127 is provided with a roof rail rotation axis 129 that protrudes outward from its rotation center.

[0095] Similarly, the rocker simulation section 125 is formed by cutting the rocker of the commercially available vehicle at a cross section perpendicular to the longitudinal direction of the vehicle before and after the connection with the center pillar 121, and a disk-shaped rocker rotation support member 131 is joined to the front and rear ends of the rocker simulation section 125, and the rocker rotation support member 131 is provided with a rocker rotation axis 133 that protrudes outward from its rotation center.

[0096] One end of a rocker rotation brake plate, which is a rectangular metal plate with a width of 25 mm, is attached to the outer peripheral surface of the rocker rotation support member 131, and the other end of the rocker rotation brake plate is fixed, thereby braking the rotation of the rocker rotation support member 131.

[0097] In a crash test conducted under the side impact test conditions of the IIHS in the United States for the commercially available vehicle used as the test subject in Example 1, the intrusion amount at the position of the door hinge (upper side) of the center pillar was 125 mm, and the rotation angles of the roof rail and rocker were 3° and 24°, respectively.

[0098] Since the rotation angle of the roof rail is small at 3°, in Example 1, the roof rail simulation portion 123 of the crash test structure 120 is supported by roof rail support portions 5 (see Figure 1) that restrict the translation and rotation of roof rail rotation support members 127 joined to the front and rear ends of the roof rail simulation portion 123.

[0099] On the other hand, the rocker simulation section 125 is supported using a rocker support section 7 (see FIG. 1 ) having a rocker rotation braking mechanism 9 that restrains the translation of the rocker rotation support member 131 and rotatably supports it. Therefore, a side collision test model was created that includes, in addition to the collision body 3, crash test structure 120, and rocker rotation support member 131, a rocker rotation braking plate attached to the outer surface of the rocker rotation support member and a rocker rotation braking plate fixing section that fixes the rocker rotation braking plate.

[0100] An FEM analysis was then performed in which the impact body 3 was collided with the side surface of the center pillar 121, and the rotation angle of the rocker rotation support member attached to the rocker simulation section was determined. In Example 1, the FEM analysis of the side collision test was performed by changing the material and thickness of the rocker rotation brake plate that brakes the rotation of the rocker rotation support member 131. Table 1 shows the material and plate thickness set as parameters for the rocker rotation brake plate.

[0101]

[0102] The "Actual Vehicle" in Table 1 represents the results of a side collision test conducted on an actual vehicle to determine the rotation angles of the roof rails and rockers of that vehicle. In contrast, "No. 1" to "No. 7" in Table 1 represent the results of FEM analysis using a side collision test model that models the crash test structure 120 to determine the rotation angles of the roof rail rotation support member 127 and the rocker rotation support member 131 attached to the front and rear end surfaces of the roof rail simulation portion 123 and the rocker simulation portion 125, respectively. In "No. 1," a rocker rotation brake plate was not attached to the rocker rotation support member 131, allowing the rocker simulation portion 125 to rotate freely around its axis without applying any brake. In "No. 2" to "No. 7," a rocker rotation brake plate was attached to the rocker rotation support member 131, thereby applying a brake to the rotation of the rocker simulation portion 125 around its axis. In "No. 2" to "No. 4," the rocker rotation brake plate is made of oxygen-free copper and the plate thickness is changed, and in "No. 5" to "No. 7," the rocker rotation brake plate is made of mild steel and the plate thickness is changed.

[0103] Table 1 above shows the results of the rotation angle obtained in the side collision test. Table 1 shows that in No. 1, where no braking force was applied to the rotation of the rocker simulation portion 125, the rotation of the rocker simulation portion 125 was excessive compared to that of an actual vehicle. In contrast, in Nos. 2 to 4, where the rocker rotation braking plate material was oxygen-free copper, and Nos. 5 to 7, where the material was mild steel, increasing the plate thickness increased the braking force applied to the rotation of the rocker simulation portion 125, and reduced the rotation angle of the rocker simulation portion 125.

[0104] The parameters of the rocker rotation brake plate, which roughly match the rocker rotation angle (= 24°) in side collision tests of actual vehicles, were determined to be (a) oxygen-free copper with a plate width of 25 mm and a plate thickness of 4 mm, or (b) mild steel with a plate width of 25 mm and a plate thickness of 2.8 mm.

[0105] 10 shows the deformed shape of the center pillar obtained by a side collision test. Figures 10(a) and 10(b) show the deformed shape of the center pillar 121 obtained by FEM analysis of a side collision test model that models the collision test structure 120, and Figure 10(c) shows the deformed shape of the center pillar obtained by a side collision test of an actual vehicle.

[0106] 10, the deformed shape of the center pillar 121 in the side collision test model is almost identical to the deformed shape of the center pillar of an actual vehicle. This shows that the present invention can satisfactorily reproduce the destruction phenomenon of the center pillar in a side collision test of an actual vehicle, even in a side collision test of the center pillar 121 using the collision test structure 120.

[0107] Figure 11 shows the results of an FEM analysis of the loads acting on the roof rail support part and rocker support part when the rocker rotation brake plate in the side collision test model is made of oxygen-free copper with a plate width of 25 mm and a plate thickness of 4 mm. In Figure 11, the horizontal axis represents the punch stroke (amount of movement in the vehicle width direction) of the impact body, and the vertical axis represents the loads acting on the roof rail support part and rocker support part, respectively, and the total of these measured loads.

[0108] Figure 11 shows that it is possible to estimate the load on the center pillar 121 during a side collision, which is difficult to measure in a side collision test using an actual vehicle. Furthermore, the results of the load acting on the center pillar during a side collision can provide information that is useful for examining and selecting the structure and materials of the center pillar.

[0109] Example 2 In Example 2, based on the results obtained in Example 1 by the method for determining side collision test conditions for an automobile center pillar according to the present invention, a side collision test was conducted on the collision test structure 120 shown in FIG. 9 using a dumbbell-shaped metal plate as the rocker rotation braking plate in the side collision test device 1, and the fracture phenomenon of the center pillar 121 and the rotation angle of the rocker simulation portion 125 were evaluated.

[0110] The rocker rotation brake plate 25 used in Example 2 is a dumbbell-shaped metal plate having a parallel portion 25a as shown in Figure 5, and the parallel portion 25a was made of oxygen-free copper having a plate width of 25 mm and a plate thickness of 4 mm, and the parallel portion 25a was made of mild steel having a plate width of 25 mm and a plate thickness of 2.8 mm.

[0111] One end of the manufactured dumbbell-shaped rocker rotation braking plate 25 was attached to the outer peripheral surface of the disk-shaped rocker rotation support member 131. In Example 2, a side collision test was performed using the side collision test device 1 shown in FIG.

[0112] The crash test structure 120 had the same structure and materials as the center pillar 121, roof rail simulation portion 123, and rocker simulation portion 125 used in the FEM analysis of the side crash test in Example 1.

[0113] Table 2 shows the results of the rotation angle of the rocker simulation portion 125 when the amount of intrusion at the position of the door hinge (upper side) of the center pillar 121 reaches 125 mm.

[0114]

[0115] The rotation angle of the rocker rotation support members 131 attached to the end faces of the front and rear ends of the rocker simulation section 125 was 25°, which was almost consistent with the results of the actual vehicle shown in Example 1 above and the results of the FEM analysis in which the rocker rotation brake plate was a rectangular metal plate.

[0116] Furthermore, the deformation shape of the center pillar in the side collision test was also in close agreement with the results of the side collision test of an actual vehicle, as shown in FIG.

[0117] Furthermore, in a side collision test of the collision test structure 120 using the side collision test apparatus 1, when the rocker rotary brake plate was made of oxygen-free copper with a width of 25 mm and a thickness of 4 mm, the loads acting on the roof rail support portion and the rocker support portion were measured with a load cell, and the results are shown in Figure 13. In Figure 13, the horizontal axis represents the punch stroke (amount of movement in the vehicle width direction) of the collision body, and the vertical axis represents the loads measured at the roof rail support portion and the rocker support portion, respectively, and the total of the measured loads.

[0118] As shown in Figure 13, the measurement results of the loads applied to the roof rail simulation section and rocker simulation section in the crash test structure using the side crash test device according to the present invention are almost identical to the analysis results of the loads obtained by the FEM analysis shown in Figure 11. Furthermore, it was confirmed that even when a dumbbell-shaped metal plate is used as the rocker rotation brake plate, the restraint conditions of the crash test structure can be appropriate and the destruction phenomenon of the center pillar in a side crash test using an actual vehicle can be well reproduced.

[0119] According to the present invention, it is possible to provide an automobile center pillar side collision test device and a method for determining side collision test conditions that can reproduce the center pillar destruction phenomenon that occurs in a side collision test of an actual vehicle using a simpler mechanism and with simpler condition adjustment.

[0120] REFERENCE SIGNS LIST 1 Side collision test device 3 Collision body 3a Lower punch 3b Upper punch 5 Roof rail support portion 7 Rocker support portion 9 Rocker rotation braking mechanism 11 Load cell 13 Roof rail position adjustment member 15 Load cell 17 Rocker position adjustment member 19 Rocker rotation support member 19a Circumferential surface portion 21 Rocker rotation shaft 23 Rocker rotation shaft support portion 25 Rocker rotation braking plate 27 Rocker rotation braking plate fixing portion 29 Roof rail support portion 31 Roof rail rotation braking mechanism 33 Roof rail rotation support member 33a Circumferential surface portion 35 Roof rail rotation braking plate 37 Roof rail rotation braking plate fixing portion 41 Rocker support portion 43 Rocker rotation braking mechanism 45 Rocker rotation support member 45a Circumferential surface portion 45b Circumferential surface portion 47 Rocker rotation shaft support portion 47a Support plate member 47b Hole portion 100 Crash test structure 101 Center pillar 101a Upper portion 101b Lower portion 103 Roof rail simulation portion 105 Rocker simulation portion 107 Fixing plate 109 Disk 110 Side crash test model 120 Crash test structure 121 Center pillar 123 Roof rail simulation portion 125 Rocker simulation portion 127 Roof rail rotation support member 129 Roof rail rotation axis 131 Rocker rotation support member 133 Rocker rotation axis