CN112710475A

CN112710475A - Crash test trolley

Info

Publication number: CN112710475A
Application number: CN201911018764.2A
Authority: CN
Inventors: 王振华; 余海龙; 王武新; 乔曦; 何茹; 严云璐
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2019-10-24
Filing date: 2019-10-24
Publication date: 2021-04-27

Abstract

The invention relates to the technical field of automobile testing, in particular to a crash test trolley. The collision test trolley comprises a trolley frame, a wheel assembly, a trolley collision mechanism and a data acquisition assembly, wherein the wheel assembly is assembled on the trolley frame and used for supporting the trolley frame; the crash test trolley further comprises a multifunctional suspension for adjusting trolley parameters, wherein the multifunctional suspension is assembled on the trolley frame and connected with the wheel assembly. The collision test trolley can detachably assemble the parts to be collided on the part installation panel, can realize part-level or part-level collision tests, is favorable for reducing the cost of the collision tests and shortening the development period, and is favorable for ensuring the accuracy of the collision test results; the multifunctional suspension can be adopted to automatically adjust the parameters of the trolley so as to achieve the purposes of one trolley for multiple purposes, cost reduction and efficiency improvement.

Description

Crash test trolley

Technical Field

The invention relates to the technical field of automobile testing, in particular to a crash test trolley.

Background

In the field of passive safety of automobiles, a collision test is taken as an indispensable important means for verifying, developing and designing, and has the characteristics of non-repeatability, high cost, high precision requirement and the like, so that a large amount of labor cost, time cost and money cost are consumed in each whole automobile collision test. In the design and development of the collision resistance of the passive safety structure of the automobile, parts or structural parts which do not meet the development expectation need to be optimized and repeatedly verified after the collision test of the whole automobile, namely, the optimized parts or structural parts need to be subjected to the collision test of the whole automobile again, and the repeated collision test of the whole automobile can cause higher development cost and longer development period of the whole automobile.

In the field of automobile collision tests, trolley parameters (such as weight, wheelbase, wheel base and mass center) of collision test trolleys specified by regulations and standards of all countries in the world are different, in order to meet different national regulations and standards in the automobile development process, a plurality of sets of different collision test trolleys need to be purchased, and the collision test trolleys are all customized trolleys and can only be used in the whole automobile collision test, so that the development cost is higher.

Disclosure of Invention

The embodiment of the invention provides a crash test trolley, which aims to solve the problems of high cost and long development period of the current crash test trolley for a whole vehicle.

The invention provides a crash test trolley which comprises a trolley frame, a wheel assembly, a trolley crash machine and a data acquisition assembly, wherein the wheel assembly is assembled on the trolley frame and used for supporting the trolley frame, the trolley crash machine and the data acquisition assembly are assembled on the trolley frame, the crash test trolley further comprises a multifunctional suspension used for adjusting trolley parameters, the multifunctional suspension is assembled on the trolley frame and connected with the wheel assembly, and a trolley crash mechanism comprises a component mounting panel which is assembled at the front end of the trolley frame and used for assembling a component to be crashed.

Preferably, the multifunctional suspension comprises a distance adjusting assembly connected with the wheel assembly for adjusting a wheel distance, a center of mass adjusting assembly mounted on the distance adjusting assembly for adjusting a center of mass position of the bogie frame, and an angle adjusting assembly connected with the center of mass adjusting assembly for adjusting an angle of a tire, the angle adjusting assembly being connected with the bogie frame.

Preferably, the distance adjusting assembly comprises a wheel base adjusting slide rail connected with the wheel assembly and arranged along a wheel base direction, a wheel base adjusting guide groove arranged on the wheel base adjusting slide rail along a wheel base direction, a wheel base adjusting slide block assembled in the wheel base adjusting guide groove, a wheel base fixing piece used for fixing the wheel base adjusting slide rail and the wheel base adjusting guide groove, and a wheel base fixing piece used for fixing the wheel base adjusting guide groove and the wheel base adjusting slide block.

Preferably, the centre of mass adjusting part is including assembling centre of mass regulation rotation axis, setting on the wheel base adjusting block be used for at centre of mass regulation rotation axis both ends with the centre of mass regulation rotation axis assembly is in first centre of mass adjusting nut and second centre of mass adjusting nut on the platform truck frame, assembly are in on the centre of mass regulation rotation axis and with centre of mass regulation rotation axis screw-thread fit's first damping regulating part and second damping regulating part, first damping regulating part is located wheel base adjusting block with between the first centre of mass adjusting nut, second damping regulating part is located wheel base adjusting block with between the second centre of mass adjusting nut.

Preferably, the angle adjusting assembly comprises an angle adjusting rotary half shaft connected with the wheel track adjusting slider, a longitudinal stabilizing pull rod and a transverse stabilizing pull rod which are arranged on the angle adjusting rotary half shaft, an angle adjusting fixed rod connected with the longitudinal stabilizing pull rod, a frame transverse stabilizing beam fixedly connected with the trolley frame and an angle adjusting positioning groove assembled on the frame transverse stabilizing beam, the transverse stabilizing pull rod is connected with the angle adjusting positioning groove, at least two adjusting positioning holes are formed in the angle adjusting positioning groove, and the angle adjusting fixed rod is matched with the adjusting positioning holes.

Preferably, the data acquisition assembly includes a force sensor mounted on the component mounting panel for acquiring impact force data, a data acquisition mounting plate mounted on the trolley frame, and a data acquisition device mounted on the data acquisition mounting plate, the data acquisition device being electrically connected to the force sensor.

Preferably, the force sensor is fitted on a front side of the component mounting panel; the trolley collision mechanism further comprises an energy-absorbing protection assembly assembled on the component mounting panel; the energy-absorbing protection component comprises a frame protection crumpling energy-absorbing tube and a sensor protection crumpling energy-absorbing tube; the frame protection crumple energy absorption tube is arranged between the rear side of the component mounting panel and the trolley frame; the sensor protection crumple energy absorption tube is arranged on the front side of the force sensor and used for connecting the part to be collided.

Preferably, the dolly collision mechanism further comprises a component connection assembly for connecting the dolly frame and the component mounting panel; the component connecting assembly comprises a first connecting piece, a second connecting piece and a third connecting piece, the second connecting piece is detachably connected with the first connecting piece and the trolley frame, and the third connecting piece is detachably connected with the first connecting piece and the component mounting panel.

Preferably, the trolley collision mechanism further comprises a height adjusting assembly for realizing detachable connection of the first connecting piece and the third connecting piece; the height adjusting assembly comprises a height adjusting screw rod, a height adjusting nut, a connecting block and two limiting parts, the limiting parts are parallelly and relatively arranged on the first connecting part, the connecting block is connected with the third connecting part and is located between the limiting parts, the height adjusting screw rod is assembled on the connecting block, screw assembling holes for assembling the height adjusting screw rod are formed in the limiting parts, and the height adjusting nut is assembled on the height adjusting screw rod outside the limiting parts.

Preferably, the crash test trolley further comprises a trolley braking device assembled on the trolley frame, wherein the trolley braking device comprises a braking fixing plate, and a pneumatic control assembly and a hydraulic control assembly assembled on the braking fixing plate; the hydraulic control assembly is connected with a brake oil pipe on the wheel assembly; and the pneumatic control assembly is connected with the hydraulic control assembly and is used for controlling the hydraulic control assembly to inject brake oil into the brake oil pipe.

The embodiment of the invention provides a crash test trolley, wherein a component mounting panel for mounting a component to be crashed is assembled at the front end of a trolley frame, and the component to be crashed can be detachably assembled on the component mounting panel, so that a crash test of the component to be crashed is completed, a part-level or component-level crash test is realized, the cost of the crash test is reduced, and the development period of the crash test is shortened; the multifunctional suspension is assembled on the trolley frame and connected with the wheel assembly, trolley parameters can be adjusted according to the actual conditions of the crash test, and the crash test trolley can be applied to crash tests of different standards and different types, so that the aims of one trolley having multiple purposes, reducing the cost and improving the efficiency are fulfilled.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive labor.

FIG. 1 is a schematic view of a crash test trolley in accordance with an embodiment of the present invention;

FIG. 2 is an enlarged view of A in FIG. 1;

FIG. 3 is a schematic view of the multi-function suspension of FIG. 1;

fig. 4 is a schematic view of the truck braking apparatus of fig. 1.

10, a trolley frame; 11. a frame rail; 12. a frame cross member; 13. a frame vertical beam; 14. reinforcing ribs; 15. a component mounting hole; 21. a left front wheel; 22. a right front wheel; 23. a left rear wheel; 24. a right rear wheel; 25. a rear wheel connecting shaft; 31. a component mounting panel; 311. a component mounting hole; 32. an energy absorbing protection component; 321. the frame protects the crumple energy absorption tube; 322. the sensor protects the crumple energy absorption tube; 33. a component connection assembly; 331. a first connecting member; 332. a second connecting member; 333. a third connecting member; 34. a height adjustment assembly; 341. a height adjusting screw; 342. a height adjustment nut; 343. connecting blocks; 344. a limiting member; 41. a force sensor; 42. a data acquisition mounting plate; 50. a multifunctional suspension; 51. a distance adjustment assembly; 511. a wheel base adjusting slide rail; 5111. a wheel base adjusting hole; 5112. a wheel mounting hole; 512. a track adjusting guide groove; 5121. a track adjusting hole; 513. a track adjusting slider; 52. a center of mass adjustment assembly; 521. the center of mass adjusts the rotating shaft; 522. a first center of mass adjustment nut; 523. a second center of mass adjustment nut; 524. a first damping adjustment member; 5241. a first stationary portion; 5242. a first movable portion; 525. a second damping adjustment member; 5251. a second stationary portion; 5252. a second movable portion; 53. an angle adjustment assembly; 531. an angle adjustment rotary half shaft; 5311. a first hinge mount; 5312. a second hinge mount; 532. a longitudinally stabilizing tie rod; 5321. a fixing rod mounting seat; 533. a laterally stabilizing tie rod; 534. an angle adjusting fixing rod; 535. a frame transverse stabilizing beam; 536. an angle adjusting positioning groove; 5361. adjusting the positioning hole; 5362. a pull rod fixing seat; 60. a trolley braking device; 61. a brake fixing plate; 62. a pneumatic control assembly; 621. an air storage pump; 622. an air pressure regulating valve; 623. a barometer; 624. a pneumatic control tube; 625. a pneumatic cylinder; 626. a cylinder fixing frame; 627. an electromagnetic valve; 63. a hydraulic control assembly; 631. a reserve tube; 632. a hydraulic cylinder; 633. a cylinder fixing frame; 634. an oil outlet; 64. a brake control assembly; 641. an electronic control box; 642. a remote controller; 71. a balancing weight; 72. a camera support; 81. a member to be collided; 82. a component mount.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

In the description of the present invention, it is to be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Fig. 1 shows a schematic view of a crash test trolley in the present embodiment. As shown in fig. 1, the crash test trolley comprises a trolley frame 10, a wheel assembly (not shown in the figure) for supporting the trolley frame 10, a trolley collision mechanism (not shown in the figure) and a data acquisition assembly (not shown in the figure) which are assembled on the trolley frame 10, wherein the trolley collision mechanism comprises a component mounting panel 31 which is assembled at the front end of the trolley frame 10 and is used for assembling a component 81 to be collided; the crash test trolley further comprises a multi-functional suspension 50 for adjusting the parameters of the trolley, the multi-functional suspension 50 being mounted on the trolley frame 10 and being connected to the wheel assembly.

The truck frame 10 is a frame of the crash test truck, and is a frame for mounting other components on the crash test truck. The wheel assembly is an assembly for supporting the carriage frame 10 to move the carriage frame 10. The carriage collision mechanism is a mechanism for assembling the member to be collided 81 so that the member to be collided 81 collides with a tractor or other collision test carriage during the collision test. The crash test trolley further comprises a data acquisition assembly mounted on the trolley frame 10, the data acquisition assembly being an assembly for acquiring corresponding test data during a crash test.

The component mounting panel 31 is a panel for fitting the member to be collided 81, and specifically, the component mounting panel 31 is provided with a component fitting hole 311 for fitting the member to be collided 81. For example, a plurality of M20 screw holes may be provided as the component mounting holes 311 on the component mounting panel 31, and the holes are uniformly spaced by 100mm for mounting various components and structural members to be subjected to a crash test. As an example, when performing a part-level or structure-level crash test, a corresponding mounting jig may be mounted on the component mounting hole 311 of the component mounting panel 31, and the component 81 to be crashed may be fixed to the component mounting panel 31 using the mounting jig so as to perform the crash test on the component 81 to be crashed.

The member to be collided 81 is a structural member or a part required to be subjected to a collision test, including but not limited to a front side member, a crash box, a bumper, a water tank, a sub-frame and an engine of a vehicle, and the member to be collided 81 shown in fig. 1 is a front side member of a vehicle.

The multifunctional suspension 50 is a component capable of adjusting trolley parameters according to the actual conditions of the crash test. Since the world regulatory standards specify trolley parameters for crash test trolleys in different countries, these trolley parameters include, but are not limited to, weight, wheelbase, track, and center of mass of the trolley. Generally, crash tests include, but are not limited to, side crash tests, column crash tests, and rear crash tests. Side impact tests include, but are not limited to, C-IASI side impacts, C-NCAP side impacts, and E-NCAP side impacts, among others. Taking a C-IASI side collision as an example, the mass of the trolley is 1500kg +/-5 kg in a C-IASI side collision test, and the gravity center position of the trolley under the test condition is 990mm +/-25 mm of front axial rear, 0 +/-25 mm of longitudinal center line and 566mm +/-25 mm of ground clearance; the width of the impact block is 1676mm, the height of the impact block is 759mm, and the height of the impact block from the ground is 379mm when the impact block is installed on the trolley. The column crash tests include, but are not limited to, GB-T37337-. The rear collision test comprises but is not limited to a rear collision test of a GB 20072-2006 passenger vehicle and an RCAR low-speed rear collision test, wherein the safety requirement of a fuel system for rear collision of the GB 20072-2006 passenger vehicle stipulates that the total weight of the trolley is 1100 +/-20 kg, and the ground clearance of the lower edge of a collision surface is 175 +/-25 mm; the RCAR low-speed rear collision test specifies that the movable trolley is rigid, the mass is 1400kg +/-5 kg, and the collision speed is 15 km/h. The multifunctional suspension 50 is assembled on the trolley frame 10 and connected with the wheel assembly, and trolley parameters can be adjusted according to the actual conditions of the crash test, so that the crash test trolley can be applied to crash tests of different standards and different types, and the purposes of one trolley having multiple purposes, reducing the cost and improving the efficiency are achieved.

In the crash test carriage provided in the present embodiment, the component mounting panel 31 for mounting the component 81 to be crashed is mounted on the front end of the carriage frame 10, and the component 81 to be crashed can be detachably mounted on the component mounting panel 31, so that the crash test of the component 81 to be crashed is performed to realize the crash test at the part level or the component level, which contributes to reducing the cost of the crash test and shortening the development cycle of the crash test. The multifunctional suspension 50 is assembled on the trolley frame 10 and connected with the wheel assembly, and trolley parameters can be adjusted according to the actual conditions of the crash test, so that the crash test trolley can be applied to crash tests of different standards and different types, and the purposes of one trolley having multiple purposes, reducing the cost and improving the efficiency are achieved.

In one embodiment, the trolley frame 10 comprises four frame longitudinal beams 11 arranged parallel to each other, at least two frame cross beams 12 for connecting the two frame longitudinal beams 11 on the same horizontal plane, and at least two frame vertical beams 13 for connecting the two frame longitudinal beams 11 on the same vertical plane. The four frame longitudinal beams 11 arranged in parallel form two horizontal planes and two vertical planes, at least two frame cross beams 12 are adopted on each horizontal plane to connect the two frame longitudinal beams 11, and at least two frame vertical beams 13 are adopted on each vertical plane to connect the two frame longitudinal beams 11.

Further, reinforcing ribs 14 for improving stability are provided on the carriage frame 10. As an example, as shown in fig. 1, the reinforcing ribs 14 may be connected to the frame rails 11 and the frame cross members 12 to form a triangular stable structure, so that the bogie frame 10 is not easily deformed during a crash test. Alternatively, the reinforcing ribs 14 may be connected to the frame longitudinal beams 11 and the frame vertical beams 13 to form a triangular stable structure, so that the bogie frame 10 is not easily deformed during the crash test. Still alternatively, the reinforcing ribs 14 may be connected to the frame cross-members 12 and the frame vertical members 13, so that the bogie frame 10 is not easily deformed during the crash test.

Further, the frame longitudinal beams 11, the frame cross beams 12 and the frame vertical beams 13 of the trolley frame 10 are all square through pipes, so that the trolley frame 10 can bear large deformable impact capacity, and is light in weight and low in cost. As an example, the cross square-shaped reinforcing ribs 14 can be made of square tubes, and the trolley frame 10 formed by welding the frame longitudinal beams 11, the frame cross beams 12 and the frame vertical beams 13 which are made of square tubes with the cross section length of 80mm, the cross section width of 60mm and the cross section width of 10mm can bear the deformable impact energy with the speed of 50km/h, and the structure does not deform in the collision process, thereby being beneficial to ensuring the service life of the trolley frame 10.

Further, the trolley frame 10 is provided with component mounting holes 15, and the component mounting holes 15 may be provided in the frame longitudinal beams 11, the frame cross beams 12 and the frame vertical beams 13, so as to mount structural members required by the crash test trolley during the crash test, for example, the trolley brake device 60, the data acquisition mounting plate 42, the counter weight 71 and the like.

In one embodiment, as shown in fig. 1, the wheel assembly includes a front wheel assembly (not shown) including a left front wheel 21, a right front wheel 22, and a front wheel connecting shaft (not shown) for connecting the left front wheel 21 and the right front wheel 22, and a rear wheel assembly (not shown) including a left rear wheel 23, a right rear wheel 24, and a rear wheel connecting shaft 25 for connecting the left rear wheel 23 and the right rear wheel 24, the front wheel connecting shaft and the rear wheel connecting shaft 25 being fitted in the bogie frame 10.

In one embodiment, the data acquisition assembly further includes a force sensor 41 mounted on the component mounting panel 31 for acquiring impact force data, a data acquisition mounting plate 42 mounted on the trolley frame 10, and a data acquisition device mounted on the data acquisition mounting plate 42, the data acquisition device being electrically connected to the force sensor 41.

The force sensor 41 is a sensor for collecting collision force data of the member to be collided 81 due to the collision during the collision test. The data acquisition device is a device for acquiring test data. As an example, the data collection assembly may include not only the force sensor 41 mounted on the component mounting panel 31 for collecting impact force data, but also a tire pressure sensor provided on the wheel assembly for collecting tire pressure data and other sensors for collecting test data required for an impact test. The data mounting plate 42 may be assembled to the component mounting holes 15 using bolt and nut assemblies to secure the data mounting plate to the carriage frame 10.

As an example, the force sensor 41 may specifically be a six-axis force sensor, the six-axis force sensor is a force sensor composed of a three-axis accelerator and a three-axis gyroscope, and collision force data generated by the component 81 to be collided during the collision process may be collected in all directions, so as to improve and optimize the component 81 to be collided based on the collected collision force data.

In this embodiment, the force sensor 41 in the data acquisition assembly is assembled on the component mounting panel 31, so that the force sensor 41 can more accurately acquire the collision force data of the component 81 to be collided on the component mounting panel 31 in the collision process, the accuracy of data acquisition is ensured, and the accuracy of the collision test result is favorably ensured.

In one embodiment, the force sensor 41 is fitted to the front side of the component-mounting panel 31 through the component-fitting hole 311, and is connected to the component to be collided 81; alternatively, the force sensor 41 is attached to the rear side of the component mounting panel 31 through the component attachment hole 311 and is connected to the carriage frame 10.

As an example, if the member 81 to be collided is a regular-shaped member 81 to be collided, wherein the regular shape is a symmetrical shape, such as a front side frame of a vehicle, and the force applied to the regular-shaped member 81 to be collided is uniform when colliding, the force sensor 41 may be assembled on the front side of the member mounting panel 31 through the member assembling hole 311 during the collision test, so that the force sensor 41 is connected to the member 81 to be collided, that is, the force sensor 41 is disposed between the member 81 to be collided and the member mounting panel 31, and the force sensor 41 may directly acquire the collision force data formed by the member 81 to be collided during the collision test, so that the acquired collision force data is more accurate.

As another example, if the to-be-collided part 81 is an irregular shape to be collided, where the regular shape is an asymmetric shape, such as a sub-frame of a vehicle, and the force applied upon collision is not uniform for the irregular shape to-be-collided part 81, the force sensor 41 may be fitted to the rear side of the part mounting panel 31 through the part fitting hole 311 at the time of a collision test so that the force sensor 41 is connected to the carriage frame 10, that is, the force sensor 41 is disposed between the part mounting panel 31 and the carriage frame 10, and the collision force generated by the irregular shape to-be-collided part 81 may be dispersed through the part mounting panel 31 during the collision test so that the force sensor 41 may acquire more accurate collision force data.

In one embodiment, the trolley crash mechanism further includes an energy absorbing protection assembly 32 mounted on the component mounting panel 31. The energy absorbing protection assembly 32 is an assembly for absorbing energy generated by an impact force during an impact test to protect the bogie frame 10. The energy-absorbing protection component 32 is mounted on the component mounting panel 31, and when the component 81 to be collided is mounted on the component mounting panel 31 and the collision test is performed, the energy-absorbing protection component 32 absorbs the energy generated by the collision force during the collision to play a role of protecting the bogie frame 10.

As an example, the energy-absorbing protection assembly 32 includes a frame protection crush energy-absorbing tube 321 fitted on the front or rear side of the component-mounting panel 31. The frame protection collapse energy absorption tube 321 can absorb energy generated by collision force during a collision test to prevent the energy from damaging the trolley frame 10, thereby playing a role in protection.

As an example, if the member 81 to be collided is a regular-shaped member 81 to be collided, the frame protecting energy absorbing pipe 321 may be installed at the front side of the member mounting panel 31, that is, the frame protecting energy absorbing pipe 321 is disposed between the regular-shaped member 81 to be collided and the member mounting panel 31, and the frame protecting energy absorbing pipe 321 may preferably directly absorb the energy of the collision force generated by the member 81 to be collided which collides against the regular shape during the collision test, thereby contributing to the protection of the bogie frame 10 and also functioning to protect the member mounting panel 31.

As another example, if the member 81 to be collided is an irregular-shaped member 81 to be collided, the frame protection crush energy absorbing tube 321 may be mounted on the rear side of the member mounting panel 31, that is, the frame protection crush energy absorbing tube 321 is disposed between the member mounting panel 31 and the bogie frame 10, and the irregular-shaped member 81 to be collided is mounted on the front side of the member mounting panel 31, and during the collision test, the energy of the collision force generated by the irregular-shaped member 81 to be collided is dispersed by the member mounting panel 31, so that the frame protection crush energy absorbing tube 321 has a better effect of absorbing the energy of the collision force generated by the collision of the irregular-shaped member 81 to be collided, and further contributes to the protection of the bogie frame 10.

In one embodiment, the force sensor 41 is mounted on the front side of the component mounting panel 31; the energy-absorbing protection component 32 comprises a frame protection crumple energy-absorbing tube 321 and a sensor protection crumple energy-absorbing tube 322; the frame protection crush energy-absorbing tube 321 is provided between the rear side of the component mounting panel 31 and the bogie frame 10; a sensor protection crush-energy absorbing tube 322 is provided on the front side of the force sensor 41 for connecting the member to be collided 81.

As shown in fig. 1, when the member to be collided 81 is a member to be collided 81 of a regular shape such as a front side member of a vehicle, the force sensor 41 is fitted to the front side of the member mounting panel 31 through the member fitting hole 311, and the sensor protection crush-energy absorbing tube 322 is provided to the front side of the force sensor 41, and the front side member of the vehicle can be mounted to the front side of the sensor protection crush-energy absorbing tube 322 through the member fitting 82; the frame protecting energy absorbing crush pipe 321 is attached to the rear side of the component mounting panel 31 through the component mounting hole 311, and the frame protecting energy absorbing crush pipe 321 is connected to the bogie frame 10.

It can be understood that the two-stage collapse energy-absorbing protection design of the frame protection collapse energy-absorbing tube 321 and the sensor protection collapse energy-absorbing tube 322 can enable the trolley frame 10 and the force sensor 41 to collapse when the energy generated by the collision force exceeds the bearing limit thereof, so as to protect the structural safety of the trolley frame 10 and the six-axis force sensor 41.

In one embodiment, the carriage collision mechanism further includes a component connection assembly 33 for connecting the carriage frame 10 and the component mounting panel 31. The component connection assembly 33 is an assembly for connecting the carriage frame 10 and the component mounting panel 31. Specifically, the component connection assembly 33 is fitted at the front end of the truck frame 10, and the component mounting panel 31 is fitted at the front end of the component connection assembly 33, and accordingly, the component 81 to be collided is fitted at the front end of the component mounting panel 31, so that the component 81 to be collided can directly collide with the truck or other crash test trucks during the crash test.

As an example, the component connection assembly 33 is detachably connected to the trolley frame 10 so as to replace the component connection assembly 33, so that the component connection assembly 33 can be directly replaced when damaged, which helps to reduce the replacement cost of the component connection assembly 33. The component mounting panel 31 is detachably connected to the component connecting assembly 33 so that the component mounting panel 31 can be replaced, so that the component mounting panel 31 can be directly replaced when damaged, which contributes to reducing the replacement cost of the component mounting panel 31.

In one embodiment, as shown in fig. 2, the component connection assembly 33 includes a first connector 331, a second connector 332, and a third connector 333, the second connector 332 detachably connects the first connector 331 and the carriage frame 10, and the third connector 333 detachably connects the first connector 331 and the component mounting panel 31.

The first connecting member 331 is a member for connecting the second connecting member 332 and the third connecting member 333. The first connecting piece 331 is a square tube arranged along the vertical direction, and the first connecting piece 331 is provided with a plurality of first connecting holes.

The second connector 332 is a member for connecting the carriage frame 10 and the first connector 331. As shown in fig. 2, the second connector 332 includes a first connecting plate, a second connecting plate, and at least one stabilizing plate that are integrally formed; the first connecting plate and the second connecting plate are perpendicular to each other, the cross sections of the first connecting plate and the second connecting plate are L-shaped, and second connecting holes are formed in the first connecting plate and the second connecting plate; the stabilizer plate is right triangle, and two right-angle sides of stabilizer plate are perpendicular with first connecting plate and second connecting plate respectively, and this kind of structural design can make its structure more stable, and is not fragile. For example, a bolt and nut assembly may be fitted over the second coupling hole and the part mounting hole 15 of the bogie frame 10 to fix the second connector 332 to the bogie frame 10; and is fitted over the second coupling hole and the first coupling hole of the first coupling member 331 using a bolt and nut assembly to fix the first coupling member 331 to the second coupling member 332. It is understood that the bolt and nut assembly is used to detachably connect the trolley frame 10 and the first connecting member 331, and the operation process is time-saving and labor-saving, so as to replace parts.

Among them, the third link 333 is a member for connecting the member mounting panel 31 and the first link 331. As shown in fig. 2, the third connecting member 333 is plate-shaped, and a third connecting hole is formed in the third connecting member 333, and a bolt and nut assembly may be used to be assembled on the third connecting hole and the component assembling hole 311 of the component mounting panel 31, so as to detachably connect the third connecting member 333 and the component mounting panel 31; a bolt and nut assembly may be also used to be fitted to the third coupling hole and the first coupling hole of the first coupling member 331 to fix the third coupling member 333 to the first coupling member 331. It can be understood that the component mounting panel 31 and the first connecting piece 331 are detachably connected by using the bolt and nut assembly, so that the operation process is time-saving and labor-saving, and the replacement is convenient.

As shown in fig. 1 and 2, two frame longitudinal beams 11 of the trolley frame 10 on the same vertical surface are provided with component mounting holes 15, the frame longitudinal beam 11 above the same vertical surface can be fixed with a first connecting piece 331 by using a second connecting piece 332, and the frame longitudinal beam 11 below the same vertical surface can be fixed with the first connecting piece 331 by using a second connecting piece 332, so that the first connecting piece 331 is fixed on the trolley frame 10, and the reliability of the fixed connection is ensured; the component mounting panel 31 connected to the third link 333 is then fixed to the first link 331 to achieve the fixation of the component mounting panel 31 to the carriage frame 10. The component connecting assembly 33 can enable components such as the first connecting piece 331, the second connecting piece 332, the third connecting piece 333 and the component mounting panel 31 to be replaced more easily, and when the components are damaged in the collision test process, only the corresponding components need to be replaced without being replaced completely, so that the cost of the collision test is reduced.

In one embodiment, the trolley collision mechanism further comprises a height adjustment assembly 34 for enabling the first link 331 and the third link 333 to be detachably connected; the height adjusting assembly 34 includes a height adjusting screw 341, a height adjusting nut 342, a connecting block 343, and two limiting members 344, the two limiting members 344 are disposed on the first connecting member 331 in parallel and oppositely, the connecting block 343 is connected to the third connecting member 333 and is located between the two limiting members 344, the height adjusting screw 341 is assembled on the connecting block 343, a screw assembling hole for assembling the height adjusting screw 341 is provided on the limiting member 344, and the height adjusting nut 342 is assembled on the height adjusting screw 341 outside the two limiting members 344.

Among them, the height adjusting assembly 34 is an assembly for adjusting the height of the component to be collided 81 fitted on the component mounting panel 31 and the ground. As shown in fig. 2, two limiting members 344 are disposed on the first connecting member 331 in parallel and opposite to each other, and a distance between the two limiting members 344 defines a height range for height adjustment. The connecting block 343 may be welded to the third connecting member 333, or may be fixed to the third connecting member 333 by a bolt and nut assembly. The connecting block 343 is disposed between the two limiting members 344, so that the connecting block 343 can drive the third connecting member 333 to adjust the height between the two limiting members 344. The height adjusting screw 341 is assembled on the connecting block 343, and the connecting block 343 can be driven by the height adjusting screw 341 to move between the two limiting members 344, so that the height of the third connecting member 333 connected with the connecting block 343 from the ground is adjusted, and the height of the component mounting panel 31 connected with the third connecting member 333 and the height of the component 81 to be collided assembled on the component mounting panel 31 are adjusted. The two limiting members 344 are provided with screw assembling holes for assembling the height adjusting screws 341, so that the height adjusting screws 341 assembled on the connecting block 343 can pass through the holes, and the movement direction of the height adjusting screws 341 driving the connecting block 343 to adjust the height is limited. Two height-adjusting nuts 342 are fitted on the height-adjusting screw 341 outside the two stoppers 344. It can be understood that when the height needs to be adjusted, the height adjustment can be realized by loosening the two height adjusting nuts 342, adjusting the position of the connecting block 343 between the two limiting members 344, and then screwing the two height adjusting nuts 342, and the height adjusting assembly 34 has a simple structure and is time-saving and labor-saving in the operation process; also, the height adjusting assembly 34 is fitted between the detachably coupled first and

third coupling members

331 and 333, so that the height adjusting assembly 34 can be easily replaced.

In one embodiment, the multi-functional suspension 50 includes a distance adjustment assembly 51 connected to the wheel assembly for adjusting a distance of the wheel, a center of mass adjustment assembly 52 mounted on the distance adjustment assembly 51 for adjusting a position of a center of mass of the bogie frame 10, and an angle adjustment assembly 53 connected to the center of mass adjustment assembly 52 for adjusting an angle of the tire, the angle adjustment assembly 53 being connected to the bogie frame 10.

The distance adjusting assembly 51 is an assembly connected to the wheel assembly for adjusting the distance of the wheel. The distance adjustment assembly 51 may be used to adjust the wheelbase between the front and rear axles of the wheel assembly, and may also be used to adjust the wheelbase between the left and right wheels. Generally, the wheel assembly of the crash test trolley includes a left front wheel 21, a right front wheel 22, a left rear wheel 23, and a right rear wheel 24, and a multifunctional suspension 50 may be provided between the left front wheel 21 and the right front wheel 22. The multifunctional suspension 50 is provided with two distance adjusting assemblies 51, the two distance adjusting assemblies 51 are respectively connected with the left front wheel 21 and the right front wheel 22, the two distance adjusting assemblies 51 are connected through an angle adjusting assembly 53, the axle distance adjustment can be realized only by controlling the distance adjusting assemblies 51 to drive the left front wheel 21 and the right front wheel 22 to move back and forth relative to the trolley frame 10, the wheel distance adjustment can be realized by moving the trolley frame 10 left and right relative to the trolley frame 10, and therefore the distance adjusting assemblies 51 are assemblies which are connected with the wheel assemblies and can drive the wheel assemblies to move back and forth and left and right.

Wherein the center of mass adjusting assembly 52 is an assembly for adjusting the center of mass position of the carriage frame 10, which is fitted on the distance adjusting assembly 51. Because the trolley frame 10 is a structure which is in a cuboid shape and is constructed by four frame longitudinal beams 11, the center of mass adjusting component 52 is connected with the wheel component through the distance adjusting component 51 and is assembled on the trolley frame 10, and the trolley frame 10 can be driven to move along the up-and-down direction through the center of mass adjusting component 52 so as to adjust the position of the center of mass of the trolley frame 10.

Among them, the angle adjusting assembly 53 is an assembly for connecting the distance adjusting assembly 51 and the carriage frame 10. Since the angle adjusting assembly 53 is connected to the bogie frame 10 and connected to the wheel assembly through the distance adjusting assembly 51, the wheel assembly can be driven to perform angle adjustment with respect to the bogie frame 10 by the angle adjusting assembly 53 to adjust the tire angle.

In the crash test trolley provided by the embodiment, the multifunctional suspension 50 is connected with the wheel assembly through the distance adjusting assembly 51 and connected with the trolley frame 10 through the angle adjusting assembly 53, so that the wheel assembly and the trolley frame 10 are connected by the multifunctional suspension 50; the distance between the wheel base and the wheel track of the wheel assembly connected with the distance adjusting assembly 51 can be adjusted; and adjusts the position of the center of mass of the carriage frame 10 by the center of mass adjusting assembly 52; the tire angle of the wheel assembly is adjusted through the angle adjusting assembly 53, so that trolley parameters of the crash test trolley specified by the national regulatory standards are adjusted, and trolley parameters such as wheelbase, centroid position and tire angle are adjusted independently, so that the same crash test trolley can be applied to crash tests of different standards and different types, and the purposes of one trolley for multiple purposes, cost reduction and efficiency improvement are achieved.

In one embodiment, as shown in fig. 3, the distance adjustment assembly 51 includes a wheel base adjustment rail 511 connected to the wheel assembly and disposed in a wheel base direction, a wheel base adjustment guide groove 512 disposed on the wheel base adjustment rail 511 and disposed in a wheel base direction, a wheel base adjustment slider 513 fitted in the wheel base adjustment guide groove 512, a wheel base fixing member (not shown) for fixing the wheel base adjustment rail 511 and the wheel base adjustment guide groove 512, and a wheel base fixing member (not shown) for fixing the wheel base adjustment guide groove 512 and the wheel base adjustment slider 513.

As shown in fig. 3, the wheel base adjusting slide rail 511 includes a plate-shaped slide rail body, two oppositely disposed first connecting portions extending perpendicularly from the same side of the slide rail body, a second connecting portion extending perpendicularly from the end of each first connecting portion to the direction of the other first connecting portion, and a third connecting portion extending perpendicularly from the end of each second connecting portion to the direction of the slide rail body, the two first connecting portions are disposed in parallel and oppositely, the two second connecting portions are disposed in parallel and oppositely to the slide rail body, the two third connecting portions are disposed in parallel and oppositely, at least two wheel base adjusting holes 5111 are disposed on the two third connecting portions at intervals, and a wheel mounting hole 5112 for connecting the wheel assembly is disposed on the slide rail body.

As shown in fig. 3, the track adjusting guide groove 512 includes a guide groove body in a square through tube shape and two sliding limiting portions extending perpendicularly from the tail end of the guide groove body to the direction away from each other, the sliding limiting portions are assembled in the track adjusting slide rail 511, and the guide groove body is provided with a track fixing hole and a track adjusting hole 5121. The slide stopper of the track adjusting guide groove 512 is fitted to the track adjusting slide rail 511, that is, to the first connecting portion and the second connecting portion extending from the slide rail body, so as to prevent the track adjusting guide groove 512 from being detached from the track adjusting slide rail 511.

The wheel base adjusting guide groove 512 can move along the wheel base direction relative to the wheel base adjusting slide rail 511 to adjust the distance between the front axle and the rear axle in the wheel assembly, and is assembled on the wheel base adjusting hole 5111 of the wheel base adjusting slide rail 511 and a wheel base fixing hole (not shown in the figure) of the wheel base adjusting guide groove 512 by adopting a wheel base fixing piece to realize the adjustment and the fixation of the wheel base. The wheel base fixing piece can be a bolt and nut assembly, so that the assembling process is time-saving and labor-saving.

The wheel track adjusting sliding block 513 is provided with a wheel track fixing hole, the wheel track adjusting sliding block 513 is assembled in the guide groove body and can move along the wheel track direction relative to the guide groove body so as to adjust the wheel track of the left wheel and the right wheel of the wheel assembly, and a wheel track fixing piece is assembled on the wheel track adjusting hole 5121 of the wheel track adjusting guide groove 512 and the wheel track fixing hole of the wheel track adjusting sliding block 513 so as to adjust and fix the wheel track. The track fixing piece can be a bolt and nut assembly, so that the assembling process is time-saving and labor-saving.

In one embodiment, as shown in fig. 3, the center-of-mass adjusting assembly 52 includes a center-of-mass adjusting rotating shaft 521 mounted on the wheel tread adjusting slider 513, first and second center-of-mass adjusting nuts 522 and 523 provided at both ends of the center-of-mass adjusting rotating shaft 521 for mounting the center-of-mass adjusting rotating shaft 521 on the bogie frame 10, and first and second damper adjusters 524 and 525 mounted on the center-of-mass adjusting rotating shaft 521 and threadedly engaged with the center-of-mass adjusting rotating shaft 521, the first damper adjuster 524 being located between the wheel tread adjusting slider 513 and the first center-of-mass adjusting nut 522, and the second damper adjuster 525 being located between the wheel tread adjusting slider 513 and the second center-of-mass adjusting nut 523.

As shown in fig. 2 and 3, the first centroid adjusting nut 522, the second centroid adjusting nut 523, the first vibration reduction adjusting piece 524, the second vibration reduction adjusting piece 525 and the wheel base adjusting slider 513 are all assembled on the centroid adjusting rotary shaft 521, and the first centroid adjusting nut 522 and the second centroid adjusting nut 523 are used to assemble the centroid adjusting rotary shaft 521 on the bogie frame 10, and the first vibration reduction adjusting piece 524 is assembled between the wheel base adjusting slider 513 and the first centroid adjusting nut 522, and the second vibration reduction adjusting piece 525 is located between the wheel base adjusting slider 513 and the second centroid adjusting nut 523. In the assembling process, the centroid adjusting rotary shaft 521 can pass through the frame longitudinal beam 11 above the trolley frame 10, then the first vibration damping adjusting piece 524, the wheel tread adjusting slide block 513 and the second vibration damping adjusting piece 525 are sequentially assembled, then the centroid adjusting rotary shaft 521 passes through the frame longitudinal beam 11 below the trolley frame 10, and finally the centroid adjusting rotary shaft 521 is assembled on the trolley frame 10 by adopting the first centroid adjusting nut 522 and the second centroid adjusting nut 523. At this time, the first damping adjusting element 524, the second damping adjusting element 525 and the tread adjusting slider 513 are located between the upper and lower frame rails 11, and can move up and down along the centroid adjusting rotation shaft 521 to achieve the adjustment of the centroid position of the bogie frame 10.

As shown in fig. 3, the centroid adjusting rotary shaft 521 is a rotary shaft which is mounted on the track width adjusting slider 513 to be relatively rotatable, and the centroid adjusting rotary shaft 521 is a rotary shaft which penetrates through the track width adjusting slider 513 and is provided with an external thread. The track pitch adjustment slider 513 is disposed between the first and second damping adjustment members 524 and 525, and the first and second damping adjustment members 524 and 525 may be screw-engaged with the center of mass adjustment rotation shaft 521, and thus, the center of mass adjustment rotation shaft 521 may be rotated to move the first and second damping adjustment members 524 and 525 upward or downward, thereby moving the track pitch adjustment slider 513 disposed between the first and second damping adjustment members 524 and 525 upward or downward along the center of mass adjustment rotation shaft 521, and since the track pitch adjustment slider 513 is coupled to the wheel assembly 20, the wheel assembly 20 is used to support the truck frame 10, and the position of the center of mass of the truck frame 10 may be adjusted when the track pitch adjustment slider 513 moves upward or downward along the center of mass adjustment rotation shaft 521. It is understood that the first centroid adjusting nut 522 and the second centroid adjusting nut 523 are assembled at both ends of the centroid adjusting rotary shaft 521, and can be rotated by controlling the first centroid adjusting nut 522 and the second centroid adjusting nut 523, so as to control the centroid adjusting rotary shaft 521 to rotate.

As an example, as shown in fig. 3, the first damping adjustment member 524 includes a first stationary portion 5241 close to the track pitch adjustment slider 513 and a first movable portion 5242 distant from the track pitch adjustment slider 513; the second damping adjustment member 525 includes a second stationary portion 5251 close to the track pitch adjustment slider 513 and a second movable portion 5252 far from the track pitch adjustment slider 513. The first and second

movable portions

5242 and 5252 are provided with internal threads which are engaged with the external threads of the centroid adjusting rotational shaft 521, and can move relative to the centroid adjusting rotational shaft 521 when the centroid adjusting rotational shaft 521 rotates; the first and second

stationary portions

5241 and 5251 are not provided with internal threads that mate with external threads of the centroid adjusting rotary shaft 521, and have a vibration damping effect during the rotation of the centroid adjusting rotary shaft 521 for height adjustment. In this example, the first and second

movable portions

5242 and 5252 have the same thread direction, so that when the centroid adjusting rotary shaft 521 rotates, the first and second

movable portions

5242 and 5252 move in the same direction relative to the centroid adjusting rotary shaft 521, so as to drive the track adjusting slider 513 between the first and second damping adjusters 524 and 525 to move upward or downward, thereby achieving the purpose of adjusting the height of the centroid position of the trolley frame 10.

As shown in fig. 3, the angle adjusting assembly 53 includes an angle adjusting rotary half shaft 531 connected to the tread adjusting slider 513, a longitudinal stabilizing pull rod 532 and a transverse stabilizing pull rod 533 disposed on the angle adjusting rotary half shaft 531, an angle adjusting fixing rod 534 connected to the longitudinal stabilizing pull rod 532, a frame transverse stabilizing beam 535 fixedly connected to the bogie frame 10, and an angle adjusting positioning slot 536 assembled on the frame transverse stabilizing beam 535, wherein the transverse stabilizing pull rod 533 is connected to the angle adjusting positioning slot 536, at least two adjusting positioning holes 5361 are disposed on the angle adjusting positioning slot 536, and the angle adjusting fixing rod 534 is engaged with the adjusting positioning holes 5361.

Wherein an angle adjusting rotary half shaft 531 is connected to the track adjusting slider 513 to connect the angle adjusting unit 53 to the distance adjusting unit 51, thereby achieving connection of the bogie frame 10 connected to the angle adjusting unit 53 and the wheel assembly connected to the distance adjusting unit 51. As an example, the angle-adjusting rotary half shaft 531 may be welded or otherwise fixed to the track-adjusting slider 513 to fixedly connect the angle-adjusting rotary half shaft 531 and the track-adjusting slider 513.

The angle adjusting rotary half shaft 531 is provided with a first hinge seat 5311 and a second hinge seat 5312, and the longitudinal stabilizing pull rod 532 is assembled on the first hinge seat 5311 and can rotate in the longitudinal direction relative to the first hinge seat 5311; the lateral stabilizing rod 533 is fitted on the second hinge seat 5312 to be rotatable in the lateral direction with respect to the second hinge seat 5312. The longitudinal stable pull rod 532 is provided with a fixed rod mounting seat 5321, and an angle adjusting fixed rod 534 is hinged on the fixed rod mounting seat 5321, so that the angle adjusting fixed rod 534 can rotate along the longitudinal direction relative to the fixed rod mounting seat 5321.

The frame stabilizing member 535 is a component fixedly connected to the trolley frame 10 and arranged in the transverse direction, and the frame stabilizing member 535 may be welded to the trolley frame 10 or fixed to the trolley frame 10 by other means. Two angle adjusting positioning grooves 536 are arranged at two ends of the frame transverse stabilizing beam 535, and at least two adjusting positioning holes 5361 for realizing angle adjustment are arranged on the angle adjusting positioning grooves 536. In the collision test process, according to the actual requirement of the collision test, the angle adjusting fixing rod 534 can be inserted into different adjusting positioning holes 5361 to adjust the angle of the longitudinal stabilizing pull rod 532 relative to the frame transverse stabilizing beam 535, so that the angle of the distance adjusting assembly 51 connected with the longitudinal stabilizing pull rod 532 and the angle of the wheel assembly relative to the frame transverse stabilizing beam 535 fixed on the trolley frame 10 can be adjusted, and the purpose of adjusting the wheel angle is achieved.

The position of the angle-adjusting positioning groove 536 opposite to the second hinged seat 5312 is provided with a pull rod fixing seat 5362 for fixing the transverse stabilizing pull rod 533 hinged with the second hinged seat 5312, so that the transverse stabilizing pull rod 533 can better realize the stabilization of the frame transverse stabilizing beam 535, and plays a role in vibration reduction in the collision test process.

In one embodiment, the crash test trolley further comprises a trolley braking device 60 assembled on the trolley frame 10, wherein the trolley braking device 60 comprises a braking fixing plate 61, a pneumatic control assembly 62 and a hydraulic control assembly 63 assembled on the braking fixing plate 61; the hydraulic control assembly 63 is connected to a brake oil pipe (not shown) on the wheel assembly; the pneumatic control assembly 62 is connected to the hydraulic control assembly 63 for controlling the hydraulic control assembly 63 to inject brake oil into the brake oil pipe.

The trolley braking device 60 can realize the autonomous braking of the crash test trolley after the crash test, and avoid the secondary collision or the collision deflection motion of the crash test trolley after the crash, thereby not only protecting the accuracy and the reliability of the collected test data, but also protecting the safety of the tester and the test equipment (including but not limited to a camera component and a data collection component).

The brake fixing plate 61 is a panel for mounting a structural member of the bogie brake device 60. The hydraulic control assembly 63 is connected with a brake oil pipe on the wheel assembly, and brake oil can be injected into the brake oil pipe, so that the brake oil is injected into a brake caliper of the wheel assembly, and the purpose of braking is achieved. The pneumatic control assembly 62 is connected to the hydraulic control assembly 63 for controlling the hydraulic control assembly 63 to inject brake oil into the brake oil pipe of the wheel assembly.

As shown in fig. 4, the pneumatic control assembly 62 includes an air storage pump 621, a pneumatic control valve 622 and a pneumatic gauge 623 which are disposed at one end of the air storage pump 621, a pneumatic cylinder 625 connected to the air storage pump 621 through a pneumatic control tube 624, and a cylinder fixing frame 626 for fixing the pneumatic cylinder 625 on the brake fixing plate 61, wherein the pneumatic control tube 624 is provided with a solenoid valve 627. Correspondingly, the hydraulic control assembly 63 includes an oil storage cylinder 631, a hydraulic cylinder 632 and a cylinder fixing frame 633, wherein the oil storage cylinder 631 is connected with the hydraulic cylinder 632 and is used for supplying brake oil to the hydraulic cylinder 632; the oil cylinder fixing frame 633 is used for fixing the oil storage cylinder 631 and the hydraulic cylinder 632 on the brake fixing plate 61; the hydraulic cylinder 632 is connected to the pneumatic cylinder 625, and the hydraulic cylinder 632 is provided with an oil outlet 634 connected to a brake oil pipe of the wheel assembly. Hydraulic cylinder 632 may be operated by pneumatic cylinder 625 to inject brake fluid from reservoir tube 631 through outlet port 634 into the brake fluid line of the wheel assembly to effect braking.

As shown in fig. 4, the trolley brake device 60 further includes a brake control assembly 64 assembled on the brake fixing plate 61, the brake control assembly 64 includes an electronic control box 641 and a remote controller 642 connected to the electronic control box 641, and the electronic control box 641 is electrically connected to the solenoid valve 627 for controlling the pneumatic control assembly 62 to provide the hydraulic control assembly 63 with the pushing force.

In one embodiment, the crash test trolley further comprises a weight 71 mounted on the trolley frame 10 and a camera assembly mounted on the trolley frame 10.

In one embodiment, the crash test trolley further comprises a counterweight 71 mounted on the trolley frame 10. As shown in fig. 1, the frame longitudinal beams 11 and the frame transverse beams 12 of the trolley frame 10 are provided with component mounting holes 15, and a configuration block can be assembled on the component mounting holes 15 by using bolt and nut assemblies, so that a counterweight block 71 can be assembled on the trolley frame 10, and the quality of the crash test trolley can be configured autonomously according to trolley parameters of different regulatory standards. For example, a 1.0-2.5t configuration block may be mounted on the trolley frame 10 according to the actual requirements of the crash test.

In one embodiment, the crash test trolley further comprises a camera assembly mounted on the trolley frame 10, the camera assembly comprising a camera bracket 72 mounted on the trolley frame 10 and a camera mounted on the camera bracket 72. The camera mount 72 is an angle-adjustable mount so that the shooting angle of the shooting camera can be automatically adjusted according to the actual requirements of the crash test.

The above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.

Claims

1. A crash test trolley comprises a trolley frame, a wheel assembly, a trolley crash mechanism and a data acquisition assembly, wherein the wheel assembly is assembled on the trolley frame and used for supporting the trolley frame; the crash test trolley further comprises a multifunctional suspension for adjusting trolley parameters, wherein the multifunctional suspension is assembled on the trolley frame and connected with the wheel assembly.

2. The crash test trolley of claim 1 wherein said multi-functional suspension includes a distance adjustment assembly connected to said wheel assembly for adjusting the distance of the wheel, a center of mass adjustment assembly mounted to said distance adjustment assembly for adjusting the position of the center of mass of said trolley frame, and an angle adjustment assembly connected to said center of mass adjustment assembly for adjusting the angle of the tire, said angle adjustment assembly being connected to said trolley frame.

3. The crash test trolley according to claim 2, wherein said distance adjusting assembly comprises a wheel base adjusting slide rail connected to said wheel assembly and disposed in a wheel base direction, a wheel base adjusting guide groove disposed in a wheel base direction on said wheel base adjusting slide rail, a wheel base adjusting slide block fitted in said wheel base adjusting guide groove, a wheel base fixing member for fixing said wheel base adjusting slide rail and said wheel base adjusting guide groove, and a wheel base fixing member for fixing said wheel base adjusting guide groove and said wheel base adjusting slide block.

4. The crash test trolley of claim 3 wherein said center of mass adjustment assembly includes a center of mass adjustment pivot mounted to said track adjustment slide, first and second center of mass adjustment nuts disposed at opposite ends of said center of mass adjustment pivot for mounting said center of mass adjustment pivot to said trolley frame, first and second damper adjusters mounted to said center of mass adjustment pivot and threadedly engaged with said center of mass adjustment pivot, said first damper adjuster being located between said track adjustment slide and said first center of mass adjustment nut, and said second damper adjuster being located between said track adjustment slide and said second center of mass adjustment nut.

5. The crash test trolley according to claim 3, wherein the angle adjustment assembly comprises an angle adjustment rotary half shaft connected to the track adjustment slider, a longitudinal stabilizer link and a transverse stabilizer link provided on the angle adjustment rotary half shaft, an angle adjustment fixing rod connected to the longitudinal stabilizer link, a frame transverse stabilizer beam fixedly connected to the trolley frame, and an angle adjustment positioning groove provided on the frame transverse stabilizer beam, the transverse stabilizer link being connected to the angle adjustment positioning groove, the angle adjustment positioning groove being provided with at least two adjustment positioning holes, the angle adjustment fixing rod being engaged with the adjustment positioning holes.

6. The crash test trolley of claim 1 wherein said data acquisition assembly is mounted to a force sensor on said component mounting panel for acquiring crash force data, a data acquisition mounting plate mounted to said trolley frame and a data acquisition device mounted to said data acquisition mounting plate, said data acquisition device being electrically connected to said force sensor.

7. The crash test trolley of claim 6 wherein said force sensor is mounted on a front side of said component mounting panel;

the trolley collision mechanism further comprises an energy-absorbing protection assembly assembled on the component mounting panel; the energy-absorbing protection component comprises a frame protection crumpling energy-absorbing tube and a sensor protection crumpling energy-absorbing tube; the frame protection crumple energy absorption tube is arranged between the rear side of the component mounting panel and the trolley frame; the sensor protection crumple energy absorption tube is arranged on the front side of the force sensor and used for connecting the part to be collided.

8. The crash test trolley of claim 1 wherein said trolley crash mechanism further comprises a component attachment assembly for attaching said trolley frame and said component mounting panel; the component connecting assembly comprises a first connecting piece, a second connecting piece and a third connecting piece, the second connecting piece is detachably connected with the first connecting piece and the trolley frame, and the third connecting piece is detachably connected with the first connecting piece and the component mounting panel.

9. The crash test trolley of claim 8 wherein said trolley crash mechanism further comprises a height adjustment assembly for removably coupling said first link and said third link; the height adjusting assembly comprises a height adjusting screw rod, a height adjusting nut, a connecting block and two limiting parts, the limiting parts are parallelly and relatively arranged on the first connecting part, the connecting block is connected with the third connecting part and is located between the limiting parts, the height adjusting screw rod is assembled on the connecting block, screw assembling holes for assembling the height adjusting screw rod are formed in the limiting parts, and the height adjusting nut is assembled on the height adjusting screw rod outside the limiting parts.

10. The crash test trolley of claim 1 further comprising a trolley brake mounted to said trolley frame, said trolley brake comprising a brake mounting plate, a pneumatic control assembly and a hydraulic control assembly mounted to said brake mounting plate; the hydraulic control assembly is connected with a brake oil pipe on the wheel assembly; and the pneumatic control assembly is connected with the hydraulic control assembly and is used for controlling the hydraulic control assembly to inject brake oil into the brake oil pipe.