CN116609091A - Automobile anti-collision test system and anti-collision test vehicle thereof - Google Patents
Automobile anti-collision test system and anti-collision test vehicle thereof Download PDFInfo
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- CN116609091A CN116609091A CN202310889374.2A CN202310889374A CN116609091A CN 116609091 A CN116609091 A CN 116609091A CN 202310889374 A CN202310889374 A CN 202310889374A CN 116609091 A CN116609091 A CN 116609091A
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- 238000012360 testing method Methods 0.000 title claims abstract description 116
- 238000003860 storage Methods 0.000 claims abstract description 11
- 230000005540 biological transmission Effects 0.000 claims description 89
- 230000007246 mechanism Effects 0.000 claims description 44
- 238000003825 pressing Methods 0.000 claims description 13
- 238000003780 insertion Methods 0.000 claims description 9
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- 239000000725 suspension Substances 0.000 claims description 8
- 230000003044 adaptive effect Effects 0.000 claims description 6
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- 239000004973 liquid crystal related substance Substances 0.000 claims 10
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- 239000003638 chemical reducing agent Substances 0.000 description 10
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- 238000012423 maintenance Methods 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 230000004888 barrier function Effects 0.000 description 2
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- 238000011161 development Methods 0.000 description 1
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- 239000013013 elastic material Substances 0.000 description 1
- 238000009863 impact test Methods 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/0078—Shock-testing of vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The application provides an automobile anti-collision test system and an anti-collision test vehicle thereof, and relates to the technical field of vehicle testing. The method aims at solving the technical problems that the actual use scene of the automobile part cannot be simulated and the actual anti-collision performance of the automobile part cannot be reflected when the anti-collision test is carried out on the automobile part in the prior art. The adopted technical scheme is as follows: an anti-collision test vehicle, comprising: the motor, the storage battery, the carrier and the wheels are arranged on the underframe; the wheels are driven by a motor, and the motor is electrically connected with the storage battery through a wire with a connector; the carrier has one or more mounting locations for mounting the automotive part to be tested. According to the application, the automobile part to be tested can be additionally arranged at the corresponding part, so that the actual application scene of the automobile part is simulated during the anti-collision test, and the actual performance of the automobile part is reflected more truly. In addition, the application also provides an automobile anti-collision test system with the anti-collision test vehicle.
Description
Technical Field
The application relates to the technical field of vehicle testing, in particular to an automobile anti-collision test system and an anti-collision test vehicle thereof.
Background
The automobile manufacturing industry is one of the post industries in the current stage of China, and plays an important role in the economic development of China. In the automobile manufacturing industry, ensuring the safety performance of automobiles is important; the safety performance of the automobile depends on the performance of the individual automobile parts. Among them, for automobile parts such as bumpers and impact beams, performance is generally measured by an impact test.
In the prior art, when the anti-collision test is carried out on automobile parts such as bumpers, anti-collision beams and the like; the automobile part to be tested is generally fixed on a base, and then a heavy object falls from a high place to impact; the performance of the automobile parts is judged by observing and comparing the differences of the shapes and the structures of the automobile parts before and after collision. The test mode is too simple and rough, has larger difference with the actual application scene of the automobile part, and cannot reflect the actual performance of the automobile part in the actual application scene.
Disclosure of Invention
The application aims to provide an anti-collision test vehicle, which can be used for additionally arranging automobile parts to be tested at corresponding positions, so that the actual application scene of the automobile parts is simulated during anti-collision test, and the actual performances of the automobile parts are reflected more truly. Based on the same inventive concept, another object of the present application is to provide an automobile crash test system having the aforementioned crash test vehicle.
In order to achieve the above purpose, the application adopts the following technical scheme:
an anti-collision test vehicle, comprising: the chassis and the motor, the storage battery, the carrier and the wheels which are arranged on the chassis; the wheel is driven by a motor, and the motor is electrically connected with the storage battery through an electric wire with a connector; the carrier is provided with one or more than one carrier and is detachably connected with the underframe; the carrier has one or more mounting locations for mounting the automotive part to be tested.
Optionally, the wheels are mounted on an axle, and the axle is rotationally connected with the underframe; the rotating shaft of the motor is coaxially and fixedly connected with the first connecting piece, and the underframe is provided with a transmission mechanism for connecting the wheel shaft and the first connecting piece; the motor is slidably arranged on the underframe to drive the first connecting piece to move along the axial direction when the anti-collision test vehicle suddenly stops and is disconnected with the transmission mechanism; the motor is adapted with a limiting mechanism for preventing the motor from rotating and a buffer mechanism for stopping the motor from sliding.
Optionally, the transmission mechanism includes: the second transmission shaft is arranged on the underframe, and the second connecting piece is connected with the second transmission shaft; the second transmission shaft is perpendicular to the wheel shaft, and the second transmission shaft and the wheel shaft are in transmission connection through a bevel gear; the first connecting piece is coaxial with the second connecting piece; one of the two is provided with a slot at the opposite end, and the other is provided with an insertion part at the opposite end; when the insertion part is inserted into the slot, the first connecting piece and the second connecting piece form transmission connection.
Optionally, the transmission mechanism includes: the first transmission shaft is arranged on the underframe, and the first fluted disc is connected with the first transmission shaft; the first transmission shaft is perpendicular to the wheel shaft, and the first transmission shaft and the wheel shaft are in transmission connection through a bevel gear; the first connecting piece is coaxially and fixedly connected with the second fluted disc; when the first fluted disc is meshed with the second fluted disc, the first connecting piece and the first transmission shaft form transmission connection.
Optionally, the limiting mechanism includes: four V-shaped pieces distributed around the motor; the two plate parts of the V-shaped piece form an included angle of 90 degrees, and an included angle opening faces away from the motor shell; the V-shaped pieces are provided with a plurality of through holes at the plate parts, and the corresponding plate parts of the adjacent V-shaped pieces are connected through limit bolts arranged at the through holes and adaptive limit nuts; the limiting bolts are sleeved with limiting cylinders between the corresponding plate parts of the two V-shaped pieces connected with the limiting bolts; the shell of the motor is provided with a limited surface tangent to the outer peripheral surface of the limiting cylinder; limiting barrels positioned at the periphery of the motor enclose a limiting channel; the limiting channel limits the motor shell to prevent the motor from rotating.
Optionally, the buffer mechanism includes: the limiting parts are positioned at the left side and the right side of the motor, and the upper connecting unit and the lower connecting unit are connected with the two limiting parts; the inner side surface of the limiting piece is provided with a buffer layer; the front end and the rear end of the buffer layer bypass the corresponding ends of the limiting piece and are then attached to the outer side face of the limiting piece; the outer side surface of the limiting piece is provided with a pressing piece for pressing the buffer layer, and the pressing piece is connected with the limiting piece through a bolt; the distance between the two limiting parts is gradually reduced along the running direction of the anti-collision test vehicle; the left-right width of the motor is larger than the minimum distance between the two limiting parts and smaller than or equal to the maximum distance between the two buffer layers.
Optionally, the chassis includes: a plurality of first connecting frames parallel to each other, and a second connecting frame for connecting the first connecting frames; the first connecting frame is plate-shaped and is provided with a first reinforcing rib and a strip-shaped hole extending along the length direction; the second connecting frame is plate-shaped and is provided with a second reinforcing rib extending along the length direction and a plurality of mounting holes distributed along the length direction.
Optionally, the method further comprises: a hanging table and a vertical frame for supporting the hanging table; the stand is arranged on the underframe; the hanging table is provided with a plurality of hanging holes penetrating through the upper surface and the lower surface, and a hanging rod for hanging the balancing weight is penetrated through the hanging holes; the suspension rod is a screw rod and is arranged on the suspension table through a locking nut; the suspension rod sleeve is provided with an adjusting nut for limiting the balancing weight.
An automobile anti-collision test system is provided with the anti-collision test vehicle with the structure.
Optionally, the automobile anti-collision test system further includes: a guide rail and a mounting seat for mounting an obstacle; the guide rail is provided with a limiting groove extending along the length direction, and the mounting seat is fixed at one end of the guide rail.
The working principle of the application is as follows: when an anti-collision test is required to be carried out on the anti-collision beam, the anti-collision beam is installed on the adaptive carrier, and the carrier is installed at the corresponding position of the underframe. Arranging an obstacle in front of the anti-collision test vehicle; the distance between the obstacle and the anti-collision test vehicle depends on the impact speed simulated by the test item; the shape of the obstacle and the corresponding impact position of the anti-collision beam depend on the actual scene of the test item simulation. Finally, the motor is connected with the storage battery, so that the anti-collision test vehicle is started and collides with the obstacle, and the anti-collision test of the anti-collision beam can be completed. Similarly, other automobile parts such as bumpers can be subjected to anti-collision test in the mode; in addition, a plurality of automobile parts can be simultaneously arranged on the underframe through the adaptive carrier so as to observe and research the synergistic effect of the automobile parts when the automobile collides.
Therefore, the application has the beneficial effects that: the automobile part to be tested can be additionally arranged at the corresponding position of the anti-collision test vehicle, so that the actual application scene of the automobile part is simulated during the anti-collision test, and the actual performance of the automobile part is reflected more truly.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of an anti-collision test vehicle mounted with an anti-collision beam;
FIG. 2 is a schematic view of an anti-collision test vehicle with a carrier rack;
FIG. 3 is a schematic illustration of the connection of the undercarriage to the carrier;
FIG. 4 is a schematic diagram of an assembly of a motor and a second drive shaft;
FIG. 5 is a schematic diagram of an assembly of a motor with a first drive shaft;
FIG. 6 is an assembled schematic diagram of the motor with the first and second drive shafts;
FIG. 7 is a schematic view of a bump protection test carriage provided with a limiting mechanism and a buffer mechanism;
FIG. 8 is a schematic diagram of the structure of the limiting mechanism and the buffer mechanism;
FIG. 9 is a schematic view of a stop member having a buffer layer;
FIG. 10 is a schematic view of an anti-collision test vehicle with a hanging table;
FIG. 11 is a schematic illustration of a hanger bar with a weight;
fig. 12 is a schematic structural diagram of an automobile crash test system.
Reference numerals: 1. a chassis; 2. a motor; 3. a carrier rack; 4. a wheel axle; 5. a first connector; 6. a limiting mechanism; 7. a buffer mechanism; 8. a first drive shaft; 9. a second drive shaft; 10. a second connector; 11. an insertion section; 12. a first toothed disc; 13. a second toothed disc; 14. a V-shaped member; 15. a limit bolt; 16. a limiting cylinder; 17. a limiting piece; 18. a buffer layer; 19. a pressing member; 20. a first connection frame; 21. a second connecting frame; 22. a hanging table; 23. a vertical frame; 24. a hanging rod; 25. a lock nut; 26. an adjusting nut; 27. a guide rail; 28. a mounting base; 29. an anti-collision beam; 30. balancing weight; 31. a third connecting frame; 32. and a fourth connecting frame.
Detailed Description
Hereinafter, only certain exemplary embodiments are briefly described. As will be recognized by those of skill in the pertinent art, the described embodiments may be modified in various different ways without departing from the spirit or scope of the present application. Accordingly, the drawings and description are to be regarded as illustrative in nature and not as restrictive.
In the description of the present application, in order to facilitate the description of the present application and simplify the description, the traveling direction of the crash-proof test vehicle is defined as "front", and "rear", "left", "right" are defined accordingly.
In the present disclosure, the terms "first," "second," and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying a number of technical features being indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
Example 1
As shown in fig. 1 to 3, an embodiment of the present application provides an anti-collision test vehicle. This anticollision test truck includes: the chassis 1, a motor 2, a storage battery, a carrier 3 and wheels which are arranged on the chassis 1; wherein the wheels are driven by a motor 2, and the motor 2 is electrically connected with the storage battery through an electric wire with a connector; the carrier 3 is provided with one or more than one and is detachably connected with the underframe 1; the carrier 3 has one or more mounting locations for mounting the vehicle parts to be tested.
It should be understood that the secondary battery is a rechargeable battery. The motor 2 is electrically connected with the storage battery through an electric wire with a connector; an operator can be far away from the anti-collision test vehicle by plugging a connector at one side; the electrified motor 2 can drive the wheels to rotate, so that the anti-collision test vehicle starts to run; after the anti-collision test vehicle collides with the obstacle and is stopped by the obstacle, an operator approaches the anti-collision test vehicle and pulls out the plug. The mounting position of the carrier 3 corresponds to the mounting hole position of the automobile part; the positions of the mounting holes of different automobile parts are different. According to the actual situation, a plurality of carrier frames 3 can be arranged, and each carrier frame 3 is provided with a mounting position at different positions so as to adapt to different automobile parts; it is also possible to provide a plurality of mounting locations on the same carrier 3 for the simultaneous mounting of a plurality of different vehicle parts. Furthermore, a simulated object to be protected can be mounted on the carrier 3 to observe the actual protective effect of the automobile parts to be tested. Before the anti-collision test vehicle reaches the maximum speed, the farther the distance between the barrier and the anti-collision test vehicle is, the longer the acceleration stroke is, and the faster the speed is during collision; in addition, a motor 2 with servo control can be used to better regulate and control the maximum speed of the anti-collision test vehicle. The anti-collision test vehicle can also be used for simulating collision between automobiles so as to test the anti-collision performance of automobile parts.
The following describes a specific implementation of this example: when an anti-collision test is required for the anti-collision beam 29, the anti-collision beam 29 is mounted on the adapted carrier 3, and the carrier 3 is mounted at a corresponding position of the undercarriage 1. Arranging an obstacle in front of the anti-collision test vehicle; the distance between the obstacle and the anti-collision test vehicle depends on the impact speed simulated by the test item; the shape of the obstacle, the corresponding impact location of the impact beam 29, depends on the actual scenario of the test item simulation. Finally, the motor 2 is connected with the storage battery, so that the anti-collision test vehicle is started and collides with the obstacle, and the anti-collision test of the anti-collision beam 29 can be completed. Similarly, other automobile parts such as bumpers can be subjected to anti-collision test in the mode; furthermore, a plurality of automobile parts can be simultaneously mounted on the underframe 1 through the adaptive carrier 3 so as to observe and study the synergistic effect of the automobile parts when the automobile collides. Therefore, the anti-collision test vehicle provided by the application can be used for additionally arranging the automobile parts to be tested at the corresponding positions, so that the actual application scene of the automobile parts is simulated during anti-collision test, and the actual performances of the automobile parts are reflected more truly.
Example 2
As shown in fig. 2, on the basis of embodiment 1, the wheels are mounted on an axle 4, and the axle 4 is rotatably connected with the chassis 1; the rotating shaft of the motor 2 is coaxially and fixedly connected with the first connecting piece 5, and the underframe 1 is provided with a transmission mechanism for connecting the wheel shaft 4 and the first connecting piece 5; the motor 2 is slidably arranged on the underframe 1 to drive the first connecting piece 5 to move along the axial direction when the anti-collision test vehicle suddenly stops and is disconnected with the transmission mechanism; the motor 2 is provided with a limiting mechanism 6 for preventing the motor from rotating and a buffer mechanism 7 for stopping the motor 2 from sliding.
It should be understood that, when the crash test vehicle collides with an obstacle, the motor 2 slides in the traveling direction of the crash test vehicle under the action of inertia, so that the first connector 5 is disconnected from the transmission mechanism, and the wheels lose the drive of the motor 2. This has two benefits: firstly, when the anti-collision test vehicle is stopped by an obstacle, the motor 2 is prevented from continuously driving wheels, and the wheels are prevented from being worn or the motor 2 is prevented from being damaged; secondly, be favorable to expanding crashproof test project, the circumstances that some crashproof test project probably appears the barrier and fail to stop crashproof test car completely, makes the wheel lose motor 2's drive after striking takes place, is favorable to making crashproof test car stop voluntarily. By adopting the mode, the motor 2 stops driving the wheels after the collision occurs by utilizing a pure mechanical structure, and is controlled in a remote control mode; the cost is lower, the stability and reliability are higher, and the situation that the electronic element is damaged by vibration and the control is invalid is avoided. The wires connecting the motor 2 and the battery should leave a margin, and the margin should be greater than the maximum slidable distance of the motor 2. A bearing block can be mounted on the underframe 1, and the wheel axle 4 can be mounted on the bearing block through a bearing. The first connecting piece 5 can be connected with the rotating shaft of the motor 2 through a coupler, and can also be connected with the rotating shaft of the motor 2 through a flange and the like. Further, with respect to the stopper mechanism 6, in addition to the structure described in embodiment 6, if the abrasion of the housing of the motor 2 is not intended, the stopper cylinder 16 may be directly used as the stopper mechanism 6, and the stopper cylinder 16 may be provided as a square cylinder adapted to the housing of the motor 2 and directly mounted on the chassis 1. As for the buffer mechanism 7, in addition to the structure described in embodiment 7, if the cost budget is sufficient, a buffer tube may be directly used as the buffer mechanism 7, and the buffer tube may be directly mounted on the chassis 1; the space between the left and right inner walls of the buffer tube is gradually reduced along the running direction of the anti-collision test vehicle, and the buffer layer 18 is stuck on the inner side surface of the buffer tube; when the buffer layer 18 is damaged, a new buffer tube is directly replaced. Of course, if it is not awkward, the damaged buffer layer 18 may be cleaned from the inner wall of the buffer tube and a new buffer layer 18 may be re-adhered to the inner wall of the buffer tube.
Example 3
As shown in fig. 4, on the basis of embodiment 2, the transmission mechanism includes: a second transmission shaft 9 mounted on the chassis 1, and a second connector 10 connected to the second transmission shaft 9; the second transmission shaft 9 is perpendicular to the wheel shaft 4, and the second transmission shaft 9 and the wheel shaft 4 are in transmission connection through bevel gears; the first connecting piece 5 is coaxial with the second connecting piece 10; one of the two is provided with a slot at the opposite end, and the other is provided with an insertion part 11 at the opposite end; when the insertion portion 11 is inserted into the slot, the first connecting piece 5 and the second connecting piece 10 form a driving connection.
It should be understood that the second connecting piece 10 can be fixedly connected with the second transmission shaft 9 coaxially; in addition, if necessary, a speed reducer may be further disposed on the transmission mechanism, such that the second connecting member 10 is coaxially and fixedly connected to an input shaft of the speed reducer, such that the second transmission shaft 9 is coaxially and fixedly connected to an output shaft of the speed reducer, and such that the second connecting member 10 is connected to the second transmission shaft 9 via the speed reducer. The second transmission shaft 9 can be mounted to the chassis 1 through a bearing housing with reference to the wheel shaft 4. When the second connecting piece 10 is coaxially fixedly connected with the second transmission shaft 9, the motor 2 can be arranged at one end of the second transmission shaft 9 facing the running direction of the anti-collision test vehicle, and the other end of the second transmission shaft 9 is in transmission connection with the wheel shaft 4 of the rear wheel, and at the moment, the anti-collision test vehicle can be used for simulating the rear drive vehicle. If the second connecting piece 10 is connected with the second transmission shaft 9 through the speed reducer, the motor 2 is arranged at one end of the speed reducer facing the running direction of the anti-collision test vehicle. When the crash test vehicle collides with an obstacle, the motor 2 will slide along the first connecting piece 5 in the original running direction of the crash test vehicle, so that the insertion portion 11 is separated from the slot, and the first connecting piece 5 is separated from the second connecting piece 10.
Example 4
As shown in fig. 5, on the basis of embodiment 2, the transmission mechanism includes: a first transmission shaft 8 arranged on the underframe 1 and a first fluted disc 12 connected with the first transmission shaft 8; the first transmission shaft 8 is perpendicular to the wheel shaft 4, and the first transmission shaft 8 and the wheel shaft are in transmission connection through bevel gears; the first connecting piece 5 is coaxially and fixedly connected with the second fluted disc 13; when the first toothed disc 12 is engaged with the second toothed disc 13, the first connecting piece 5 is in driving connection with the first transmission shaft 8.
It should be understood that the first fluted disc 12 may be coaxially and fixedly connected with the first transmission shaft 8; the transmission mechanism can be provided with a speed reducer, the first fluted disc 12 is coaxially and fixedly connected with an input shaft of the speed reducer, the first transmission shaft 8 is coaxially and fixedly connected with an output shaft of the speed reducer, and the first fluted disc 12 is connected with the first transmission shaft 8 through the speed reducer. The first transmission shaft 8 is attached to the chassis 1 via a bearing housing with reference to the wheel axle 4. When the first fluted disc 12 is coaxially fixedly connected to one end of the first transmission shaft 8; the other end of the first transmission shaft 8 can be in transmission connection with the wheel shaft 4 of the rear wheel so as to use the anti-collision test vehicle for simulating the rear drive vehicle; the other end of the first transmission shaft 8 may be in driving connection with the wheel shaft 4 of the front wheel to use the crash test vehicle for simulating the front drive vehicle. In addition, the first fluted disc 12 can be arranged in the middle of the first transmission shaft 8, so that two ends of the first transmission shaft 8 are respectively connected with the wheel shafts 4 of the front wheels and the rear wheels in a transmission way, and the anti-collision test vehicle is used for simulating a four-wheel drive vehicle; of course, two first transmission shafts 8 may be provided, one of which is in driving connection with the wheel axle 4 of the front wheel and the other of which is in driving connection with the wheel axle 4 of the rear wheel. When the anti-collision test vehicle collides with an obstacle, the motor 2 can slide along the first connecting piece 5 and the first fluted disc 12 towards the original running direction of the anti-collision test vehicle, so that the first fluted disc 12 and the second fluted disc 13 are dislocated in the axial direction, the meshing is lost, and the first connecting piece 5 is disconnected with the first transmission shaft 8.
Example 5
As shown in fig. 6, on the basis of embodiment 2, the transmission mechanism includes: a second transmission shaft 9 mounted on the chassis 1, and a second connector 10 connected to the second transmission shaft 9; the second transmission shaft 9 is perpendicular to the wheel shaft 4 of the rear wheel, and the second transmission shaft 9 and the wheel shaft 4 are in transmission connection through bevel gears; the first connecting piece 5 is coaxial with the second connecting piece 10; one of the two is provided with a slot at the opposite end, and the other is provided with an insertion part 11 at the opposite end; when the insertion portion 11 is inserted into the slot, the first connecting piece 5 and the second connecting piece 10 form a driving connection.
The transmission mechanism further includes: a first transmission shaft 8 arranged on the underframe 1 and a first fluted disc 12 connected with the first transmission shaft 8; the first transmission shaft 8 is perpendicular to the wheel shaft 4 of the front wheel, and the first transmission shaft 8 and the wheel shaft 4 are in transmission connection through bevel gears; the first connecting piece 5 is coaxially and fixedly connected with the second fluted disc 13; when the first toothed disc 12 is engaged with the second toothed disc 13, the first connecting piece 5 is in driving connection with the first transmission shaft 8.
It should be understood that, the connection manner between the first transmission shaft 8 and the first fluted disc 12, and the connection manner between the second transmission shaft 9 and the second connecting piece 10 can refer to embodiment 3 and embodiment 4, and will not be described herein. In the present embodiment, the first drive shaft 8 is used to drive the axle 4 of the front wheels and the second drive shaft 9 is used to drive the axle 4 of the rear wheels. The anti-collision test vehicle is used in the follow-up; the anti-collision test vehicle can be used for simulating the rear drive vehicle only by detaching the first fluted disc 12; the anti-collision test vehicle can be used for simulating the front drive vehicle only by detaching the second connecting piece 10; the first fluted disc 12 and the second connecting piece 10 are simultaneously arranged, so that the anti-collision test vehicle can be used for simulating a four-wheel drive vehicle.
Example 6
As shown in fig. 7 to 9, in any one of embodiments 2 to 5, the stopper mechanism 6 includes: four V-shaped pieces 14 distributed around the motor 2; the two plate parts of the V-shaped piece 14 form an included angle of 90 degrees, and an included angle opening faces away from the shell of the motor 2; the V-shaped pieces 14 are provided with a plurality of through holes at the plate parts, and the corresponding plate parts of the adjacent V-shaped pieces 14 are connected through limit bolts 15 arranged at the through holes and adaptive limit nuts; the limiting bolts 15 are sleeved with limiting cylinders 16 between the corresponding plate parts of the two V-shaped pieces 14 connected with the limiting bolts; the shell of the motor 2 is provided with a limited surface tangent to the outer peripheral surface of the limiting cylinder 16; limiting barrels 16 positioned around the motor 2 enclose a limiting channel; the limiting channel limits the shell of the motor 2 to prevent the motor 2 from rotating.
It should be understood that the limit bolts 15 are respectively sleeved with limit nuts on both sides of the plate portion of the V-shaped member 14 through which they pass. The limiting mechanism 6 adopts the structure, so that the motor 2 can be prevented from rotating, and the shell is prevented from being worn when the motor 2 slides along the axial direction; meanwhile, each component forming the limiting mechanism 6 has a simple structure and is convenient for production and processing. The limited surface of the housing of the motor 2 extends axially along the motor 2.
Example 7
As shown in fig. 7 to 9, in any one of embodiments 2 to 6, the buffer mechanism 7 includes: the limiting pieces 17 are positioned at the left side and the right side of the motor 2, and the upper connecting unit and the lower connecting unit are connected with the two limiting pieces 17; the inner side surface of the limiting piece 17 is provided with a buffer layer 18; the front end and the rear end of the buffer layer 18 bypass the corresponding ends of the limiting piece 17 and are then attached to the outer side surface of the limiting piece 17; the outer side surface of the limiting piece 17 is provided with a pressing piece 19 for pressing the buffer layer 18, and the pressing piece 19 is connected with the limiting piece 17 through a bolt; the distance between the two limiting parts 17 is gradually reduced along the running direction of the anti-collision test vehicle; the width of the motor 2 is greater than the minimum distance between the two limiting members 17 and less than or equal to the maximum distance between the two buffer layers 18.
It should be understood that the inner side of the stop 17 means the side of the stop 17 facing the other stop 17. The distance between the two buffer layers 18 refers to the distance between the two buffer layers 18 between the two stoppers 17. The distance between the two limiting members 17 is gradually reduced along the running direction of the anti-collision test vehicle, which results in that the distance between the two buffer layers 18 is gradually reduced along the running direction of the anti-collision test vehicle. When the motor 2 slides towards the running direction of the anti-collision test vehicle relative to the buffer mechanism 7; buffer layers 18 located at the left and right sides of the motor 2 apply gradually increasing resistance to the motor 2, thereby stopping the motor 2 from sliding; the whole braking process is smooth and stable, and a good protection effect can be achieved on the motor 2. Cushioning layer 18 may be made of an elastic material such as rubber, plastic, or a flexible material. After a certain number of uses, the buffer layer 18 may be damaged; the two ends of the buffer layer 18 are fixed in a mode of being pressed by the pressing piece 19, the pressing piece 19 is disassembled, the buffer layer 18 can be replaced, and later maintenance is more convenient. The connection unit can also prevent the motor 2 from flying upwards or downwards; workpieces such as connecting plates can be arranged at the upper end and the lower end of the limiting piece 17 in a bolt connection mode so as to be used as a connecting unit; a flexible layer may also be provided on the side of the connection plate facing the motor 2 to avoid wear of the motor 2 housing.
Further, the V-shaped member 14 has an excess section; the beyond section is positioned at one end of the V-shaped piece 14 facing the running direction of the anti-collision test vehicle and beyond the motor 2; the excess section forms part of the connection unit; the limiting piece 17 is positioned between the upper and lower adjacent V-shaped pieces 14 and is correspondingly connected with the exceeding section of the V-shaped piece 14; the left and right adjacent V-shaped pieces 14 are provided with limiting barrels 16 between the exceeding sections, and are matched with limiting bolts 15 and limiting nuts so as to limit the motor 2 in sliding on the upper side and the lower side.
It should be understood that, instead of using a work such as a connection plate as the connection unit, the connection unit may be formed by using the V-shaped member 14, the limit bolt 15, and the limit nut on the basis of embodiment 6. The upper end and the lower end of the limiting piece 17 are connected with the exceeding section of the V-shaped piece 14, then the limiting bolt 15, the limiting nut and the limiting cylinder 16 are installed, the buffer layer 18 and the pressing piece 19 are installed, and the assembly of the limiting mechanism 6 and the buffer mechanism 7 can be completed, so that the whole assembly process is simpler and more convenient.
Example 8
As shown in fig. 3, in any one of embodiments 1 to 7, the chassis 1 includes: a plurality of first connection frames 20 parallel to each other, a second connection frame 21 for connecting the first connection frames 20; the first connecting frame 20 is plate-shaped and has a first reinforcing rib and a bar-shaped hole extending in a length direction; the second connecting frame 21 has a plate shape and has a second reinforcing rib extending in a longitudinal direction and a plurality of mounting holes distributed in the longitudinal direction.
It should be understood that when the crash test vehicle collides with an obstacle, the reaction force of the obstacle acts on the chassis 1 first; the underframe 1 is arranged into an assembled structure, so that deformed or damaged components can be replaced in a targeted manner, and the maintenance cost can be reduced. The second link 21 extends generally along the traveling direction of the crash test vehicle, and the length direction of the first link 20 is generally perpendicular to the traveling direction of the crash test vehicle.
Example 9
As shown in fig. 10 and 11, the crash test vehicle according to any one of embodiments 1 to 8 further includes: a hanging table 22, a stand 23 for supporting the hanging table 22; the stand 23 is mounted on the underframe 1; the hanging table 22 has a plurality of hanging holes penetrating through the upper and lower surfaces, and is penetrated by a hanging rod 24 for hanging the balancing weight 30; the suspension rod 24 is a screw rod and is arranged on the suspension table 22 through a locking nut 25; the suspension rod 24 is sleeved with an adjusting nut 26 for limiting the balancing weight 30.
It should be appreciated that the weight of the crash test cart may be adjusted by adding or subtracting the hanger bar 24 and the weight 30; the gravity center position of the anti-collision test vehicle can be adjusted by installing the hanging rods 24 at different positions of the hanging table 22 and hanging the balancing weights 30; the suspension rod 24 can be lifted by the lock nut 25, and the height of the balancing weight 30 can be adjusted by the adjusting nut 26, so that the gravity center height of the anti-collision test vehicle can be adjusted. Thus, the anti-collision test vehicle can be more close to the simulation object. The stand 23 is generally formed of a hollow cylinder and connecting lugs provided at both upper and lower ends of the hollow cylinder.
Further, the hanging stage 22 includes: a third link 31 and a fourth link 32; the third connecting frame 31 has the same structure as the first connecting frame 20, and the fourth connecting frame 32 has the same structure as the second connecting frame 21.
It should be understood that the bar-shaped hole of the third link 31 and the mounting hole of the fourth link 32 may be used as the hanging hole. The hanging table 22 is assembled with the underframe 1 by adopting parts with the same structure, so that the types of the parts can be reduced, the production is convenient, and the parts can be replaced more conveniently during the later maintenance.
Example 10
As shown in fig. 12, an embodiment of the present application further provides an automobile crash test system having the crash test vehicle according to any one of embodiments 1 to 9.
Further, the automobile anti-collision test system further comprises: a guide rail 27 and a mounting seat 28 for mounting an obstacle; the guide rail 27 has a limit groove extending along a length direction, and the mounting seat 28 is fixed at one end of the guide rail 27.
It should be appreciated that limiting the crash truck to the rails 27 better guides the direction of travel of the crash truck and facilitates the movement of the crash truck to stop after a collision with an obstacle. The mounting block 28 may be buried in the ground so that the upper surface of the mounting block 28 is flush with the ground; and positioning holes for installing obstacles are provided on the upper surface of the mounting base 28. In addition, according to practical situations, an anti-falling piece extending along the length direction of the guide rail 27 can be arranged at one end of the guide rail 27 corresponding to the mounting seat 28; the anti-drop piece includes: a vertical part connected with the guide rail 27 and a horizontal part positioned above the limit groove; the vertical part is positioned at the outer side of the wheel; the cross section is slightly higher than the wheels to retain the wheels in the retaining grooves of the rail 27.
While particular embodiments of the present application have been described above, it will be understood by those skilled in the art that various changes and modifications may be made to these embodiments without departing from the spirit and scope of the application.
Claims (10)
1. Anti-collision test vehicle, its characterized in that:
comprising the following steps: the chassis (1), a motor (2), a storage battery, a carrier (3) and wheels which are arranged on the chassis (1);
wherein, the liquid crystal display device comprises a liquid crystal display device,
the wheels are driven by a motor (2), and the motor (2) is electrically connected with the storage battery through a wire with a connector;
the luggage carrier (3) is provided with one or more luggage carriers and is detachably connected with the underframe (1);
the carrier (3) has one or more mounting locations for mounting the vehicle parts to be tested.
2. The crash test cart of claim 1, wherein:
the wheels are arranged on the wheel shafts (4), and the wheel shafts (4) are rotationally connected with the underframe (1);
the rotating shaft of the motor (2) is coaxially and fixedly connected with the first connecting piece (5), and the underframe (1) is provided with a transmission mechanism for connecting the wheel shaft (4) and the first connecting piece (5);
the motor (2) is slidably arranged on the underframe (1) so as to drive the first connecting piece (5) to move along the axial direction when the anti-collision test vehicle suddenly stops and is disconnected with the transmission mechanism;
the motor (2) is provided with a limiting mechanism (6) which is used for preventing the motor from rotating, and a buffer mechanism (7) which is used for stopping the motor (2) from sliding.
3. The crash test cart of claim 2, wherein:
the transmission mechanism comprises: a second transmission shaft (9) arranged on the underframe (1), and a second connecting piece (10) connected with the second transmission shaft (9);
wherein, the liquid crystal display device comprises a liquid crystal display device,
the second transmission shaft (9) is perpendicular to the wheel shaft (4), and the second transmission shaft and the wheel shaft are in transmission connection through bevel gears;
the first connecting piece (5) is coaxial with the second connecting piece (10); one of the two is provided with a slot at the opposite end, and the other is provided with an inserting part (11) at the opposite end; when the insertion part (11) is inserted into the slot, the first connecting piece (5) and the second connecting piece (10) form transmission connection.
4. The crash test cart of claim 2, wherein:
the transmission mechanism comprises: a first transmission shaft (8) arranged on the underframe (1), and a first fluted disc (12) connected with the first transmission shaft (8);
wherein, the liquid crystal display device comprises a liquid crystal display device,
the first transmission shaft (8) is perpendicular to the wheel shaft (4), and the first transmission shaft and the wheel shaft are in transmission connection through bevel gears;
the first connecting piece (5) is coaxially fixedly connected with the second fluted disc (13); when the first fluted disc (12) is meshed with the second fluted disc (13), the first connecting piece (5) and the first transmission shaft (8) form transmission connection.
5. The crash test cart according to any one of claims 2 to 4, wherein:
the limit mechanism (6) comprises: four V-shaped pieces (14) distributed around the motor (2);
wherein, the liquid crystal display device comprises a liquid crystal display device,
the two plate parts of the V-shaped piece (14) form an included angle of 90 degrees, and an included angle opening faces away from the shell of the motor (2);
the V-shaped pieces (14) are provided with a plurality of through holes at the plate parts, and the corresponding plate parts of the adjacent V-shaped pieces (14) are connected through limit bolts (15) arranged at the through holes and adaptive limit nuts;
the limiting bolts (15) are sleeved with limiting cylinders (16) between corresponding plate parts of the two V-shaped pieces (14) connected with the limiting bolts;
the shell of the motor (2) is provided with a limited surface tangent to the outer peripheral surface of the limiting cylinder (16);
limiting barrels (16) positioned around the motor (2) enclose a limiting channel; the limiting channel limits the shell of the motor (2) to prevent the motor (2) from rotating.
6. The crash test cart according to any one of claims 2 to 4, wherein:
the buffer mechanism (7) includes: limiting pieces (17) positioned at the left side and the right side of the motor (2), and an upper connecting unit and a lower connecting unit which are connected with the two limiting pieces (17);
wherein, the liquid crystal display device comprises a liquid crystal display device,
the inner side surface of the limiting piece (17) is provided with a buffer layer (18);
the front end and the rear end of the buffer layer (18) bypass the corresponding ends of the limiting piece (17) and are then attached to the outer side surface of the limiting piece (17);
the outer side surface of the limiting piece (17) is provided with a pressing piece (19) for pressing the buffer layer (18), and the pressing piece (19) is connected with the limiting piece (17) through a bolt;
the distance between the two limiting pieces (17) is gradually reduced along the running direction of the anti-collision test vehicle; the left and right width of the motor (2) is larger than the minimum distance between the two limiting pieces (17) and smaller than or equal to the maximum distance between the two buffer layers (18).
7. The crash test cart according to any one of claims 1 to 4, wherein:
the chassis (1) comprises: a plurality of first connection frames (20) parallel to each other, and a second connection frame (21) for connecting the first connection frames (20);
the first connecting frame (20) is plate-shaped and is provided with a first reinforcing rib and a strip-shaped hole extending along the length direction;
the second connecting frame (21) is plate-shaped and is provided with a second reinforcing rib extending along the length direction and a plurality of mounting holes distributed along the length direction.
8. The crash test cart according to any one of claims 1 to 4, wherein:
further comprises: a hanging table (22) and a vertical frame (23) for supporting the hanging table (22);
the stand (23) is arranged on the underframe (1);
the hanging table (22) is provided with a plurality of hanging holes penetrating through the upper surface and the lower surface, and a hanging rod (24) for hanging the balancing weight (30) is penetrated through the hanging holes;
the hanging rod (24) is a screw rod and is arranged on the hanging table (22) through a locking nut (25);
the suspension rod (24) is sleeved with an adjusting nut (26) for limiting the balancing weight (30).
9. Automobile anti-collision test system, its characterized in that:
a crash test vehicle having any one of claims 1 to 8.
10. The automotive crash test system as set forth in claim 9 wherein:
further comprises: a guide rail (27) and a mounting seat (28) for mounting an obstacle;
the guide rail (27) is provided with a limit groove extending along the length direction, and the mounting seat (28) is fixed at one end of the guide rail (27).
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| CN202310889374.2A CN116609091B (en) | 2023-07-20 | 2023-07-20 | Automobile anti-collision test system and anti-collision test vehicle thereof |
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| CN202310889374.2A CN116609091B (en) | 2023-07-20 | 2023-07-20 | Automobile anti-collision test system and anti-collision test vehicle thereof |
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| CN116609091B (en) | 2023-09-26 |
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