CN116990038B - Automobile collision trolley with front and rear loading and experimental method - Google Patents
Automobile collision trolley with front and rear loading and experimental method Download PDFInfo
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- CN116990038B CN116990038B CN202310967359.5A CN202310967359A CN116990038B CN 116990038 B CN116990038 B CN 116990038B CN 202310967359 A CN202310967359 A CN 202310967359A CN 116990038 B CN116990038 B CN 116990038B
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- 238000011068 loading method Methods 0.000 title claims abstract description 23
- 238000002474 experimental method Methods 0.000 title claims abstract description 12
- 238000012360 testing method Methods 0.000 claims abstract description 72
- 230000007246 mechanism Effects 0.000 claims abstract description 44
- 230000004888 barrier function Effects 0.000 claims abstract description 38
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 21
- 239000010959 steel Substances 0.000 claims abstract description 21
- 230000002457 bidirectional effect Effects 0.000 claims abstract description 15
- 230000001133 acceleration Effects 0.000 claims description 60
- 238000000034 method Methods 0.000 claims description 39
- 230000008569 process Effects 0.000 claims description 29
- 230000033001 locomotion Effects 0.000 claims description 15
- 239000006096 absorbing agent Substances 0.000 claims description 10
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 8
- 229910052782 aluminium Inorganic materials 0.000 claims description 8
- 208000027418 Wounds and injury Diseases 0.000 claims description 5
- 230000006378 damage Effects 0.000 claims description 5
- 208000014674 injury Diseases 0.000 claims description 5
- 238000010521 absorption reaction Methods 0.000 claims description 4
- 238000005034 decoration Methods 0.000 claims description 3
- 238000006073 displacement reaction Methods 0.000 claims description 3
- 230000009286 beneficial effect Effects 0.000 description 8
- 238000010998 test method Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 230000006872 improvement Effects 0.000 description 4
- 230000004807 localization Effects 0.000 description 4
- 238000004088 simulation Methods 0.000 description 3
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 230000001413 cellular effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 238000011160 research 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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Abstract
The invention relates to the technical field of automobile collision, in particular to a front-back bidirectional loading automobile collision trolley and an experimental method, wherein the automobile collision trolley comprises a traction mechanism, a fixed barrier, a sample trolley and a rear-end collision trolley which are sequentially arranged; the rear end of the rear-end collision trolley is provided with a rear-end collision energy absorbing device for absorbing energy corresponding to the sample trolley colliding with the fixed barrier; the traction mechanism is used for being connected with the sample trolley and the rear-end collision trolley respectively through traction steel ropes and providing initial kinetic energy for the sample trolley and the rear-end collision trolley. The invention can solve the problem that in the prior art, loading collision is only limited in a single direction during the trolley collision test, front-rear bidirectional collision is absent, so that the diversity of trolley collision scenes is greatly improved, and the invention can better adapt to the current test requirements.
Description
Technical Field
The invention relates to the technical field of automobile collision, in particular to a front-back bidirectional loading automobile collision trolley and an experimental method.
Background
Automobile crash testing is an important tool in vehicle safety research. However, the cost of using the whole vehicle to perform a real vehicle collision test is too high, and enterprises often simulate the vehicle movement process through a sliding table test in the actual test process, so that low-cost collision test simulation is realized.
Through the platform truck collision test, the vehicle front end structure and the in-vehicle restraint system are decoupled, so that the automobile enterprises can conduct targeted collision safety assessment and design. The front collision trolley and the corresponding experimental method are widely used in the field of automobile collision safety.
Along with the improvement of road traffic safety requirements, the corresponding automobile collision test types are increased, and the existing front collision test method cannot meet the requirements of the existing collision test, for example, the existing trolley collision can only perform collision simulation in one direction, the existing common collision scenes of collision before rear-end collision and collision after emergency braking cannot be realized, namely, the existing collision test method has the problem of low applicability and cannot adapt to the current test requirements.
Disclosure of Invention
The invention aims to provide a front-back bidirectional loading car crash trolley and an experimental method, which can solve the problem that in the prior art, loading and crash are only carried out in a single direction during crash test of the trolley, and front-back bidirectional crash is missing, so that the diversity of crash scenes of the trolley is greatly improved, and the current test requirements can be better met.
In order to achieve the above purpose, a front-rear loading car crash trolley is provided, which comprises a traction mechanism, a fixed barrier, a sample trolley and a rear-end collision trolley which are sequentially arranged; the sample trolley is provided with an occupant restraint system or an occupant cabin interior trim of a vehicle to be tested and a test dummy;
the front end and the rear end of the sample trolley are provided with impact-resistant planes;
The front end face of the rear-end collision trolley is provided with a rear-end collision energy absorbing device for absorbing energy corresponding to the sample trolley colliding with the fixed barrier; the traction mechanism is used for being connected with the sample trolley and the rear-end collision trolley respectively through traction steel ropes and providing initial kinetic energy for the sample trolley and the rear-end collision trolley.
The principle and effect of this scheme are: in the scheme, the traction mechanism is used for providing initial kinetic energy for the sample trolley and the rear-end collision trolley respectively through the traction steel rope, so that the sample trolley and the rear-end collision trolley can obtain a certain speed, the sample trolley and the rear-end collision trolley can move in the direction of the fixed barrier through the traction of the traction mechanism, the impact resistance plane at the front end of the sample trolley is contacted with the front collision energy absorption device, and the rear-end collision energy absorption device at the front end of the rear-end collision trolley is contacted with the impact resistance plane at the rear end of the sample trolley, so that the corresponding test scene of multi-trolley collision solves the problem that only loading collision is limited in one direction during the trolley collision test in the prior art, and the front-rear bidirectional collision is omitted, greatly improves the diversity of the trolley collision scene, and can better adapt to the current test requirements.
Most of the existing collision tests are cited from European and American countries, so that most of testers carry out localization improvement according to the corresponding test method when carrying out collision test localization, but the conventional constraint is broken through by the inventor without improving the test method.
Further, the number of arrangement of the rear-end collision trolleys is at least 1.
The beneficial effects are that: the number of the rear-end collision trolleys is at least one, so that the arrangement of various rear-end collision scenes can be realized, a vehicle can be collided and simultaneously collided for multiple times, the coverage is wide, and the applicability is high.
Further, the front collision energy absorbing device and the rear collision energy absorbing device comprise one of honeycomb aluminum, aluminum tubes, deformable steel plates and real front longitudinal beams.
The beneficial effects are that: the diversity of the test is greatly improved by the diversified selection, different types of selection can be carried out according to different requirements,
Further, a brake device is arranged on the sample trolley.
The beneficial effects are that: in this scheme, through set up the state of controlling the sample platform truck that brake equipment can be better on the sample platform truck, realize the state diversification of sample platform truck, can simulate more diversified scene, the suitability is high.
Further, a test track for defining the movement direction of the sample carriage and the rear-end collision carriage is also included.
The beneficial effects are that: the arrangement of the test track can limit the moving directions of the sample trolley and the rear-end collision trolley, so that the sample trolley and the rear-end collision trolley can collide together in the collision test, and the test effect is achieved.
The invention also provides a front-back bidirectional loading automobile collision experiment method, which comprises the following steps:
S1, mounting a sample trolley and a rear-end collision trolley on a test track, respectively connecting with a traction mechanism, and performing passenger restraint system or passenger cabin interior decoration of a vehicle to be tested and mounting a test dummy;
S2, selecting and installing a front collision energy absorbing device on the fixed barrier and a rear collision energy absorbing device on the rear collision trolley according to the front collision intensity requirement and the rear collision intensity requirement, and adjusting the weights of the rear collision trolley and the sample trolley;
S3, starting a test, selecting a corresponding collision type, wherein the collision type comprises a first collision type and a second collision type, calling a corresponding collision step from a database according to the selected collision type, and executing the collision step;
And S4, in the execution process of the collision step, after the impact resistance plane on the front end of the sample trolley is contacted with the front collision energy absorbing device arranged at the rear end of the fixed barrier, and the impact resistance plane on the rear end of the sample trolley is contacted with the rear collision energy absorbing device arranged at the front end of the rear collision trolley, the execution of the collision step is finished, and the injury data of the test dummy on the sample trolley are acquired.
Principle and effect of this scheme: in the scheme, the corresponding sample trolley and the rear-end collision trolley are firstly placed on the test track in sequence, and the running directions of the sample trolley and the rear-end collision trolley are limited in the length direction of the test track through the arrangement of the test track, so that a collision experiment can be accurately carried out. And then, the passenger restraint system or the passenger cabin interior trim of the vehicle to be tested is arranged on the sample trolley, and the corresponding collision dummy is matched, so that the real situation of the vehicle to be tested in the driving process is realized, and the vehicle to be tested can be more truly simulated. Then, the respective energy absorbing devices are selected and installed according to the intensity requirements of front collision and rear-end collision, and the balance weight of the rear-end collision trolley is adjusted in the process so as to meet the actual rear-end collision condition.
After the preparation work is completed, the collision types are selected according to the required collision types, different collision strategies corresponding to different collision types are adopted, then the corresponding collision strategies are utilized to carry out a collision test, so that the sample trolley and the rear-end collision trolley are accelerated to the respective required speeds and then the corresponding collision is completed, namely, the impact plane on the front end of the sample trolley is contacted with the front collision energy absorbing device arranged at the rear end of the fixed barrier, and the impact plane on the rear end of the sample trolley is contacted with the rear-end collision energy absorbing device arranged at the front end of the rear-end collision trolley, thereby realizing the test scene of multi-vehicle collision. The problem that the trolley collision is limited to loading collision in a single direction and is in front-rear bidirectional collision is solved, the diversity of trolley collision tests is improved, meanwhile, the corresponding operation is simple, the test is convenient, and the obtained test data are high in authenticity and reliability.
Most of the existing collision tests are cited from European and American countries, so that most of testers carry out localization improvement according to the corresponding test method when carrying out collision test localization, but the conventional constraint is broken through by the inventor without improving the test method.
Further, the collision steps corresponding to the first collision type are as follows:
s320, starting a traction mechanism to enable the sample trolley to perform uniform acceleration motion along the test track at constant acceleration until the sample trolley is accelerated to a speed required by front collision and then stopping acceleration;
s321, when the front collision energy absorbing device is pulled to the rear end face of the front collision energy absorbing device, the connection between the traction steel cable and the sample trolley is disconnected through a physical mechanism, so that the sample trolley can freely strike the front collision energy absorbing device;
S322, starting a traction mechanism to enable the rear-end collision trolley to perform uniform acceleration motion along the test track at constant acceleration until the sample trolley is accelerated to a speed required by front collision and then stopping acceleration;
S323, when the rear-end collision energy absorber is pulled to the rear end face of the rear-end collision energy absorber, the traction steel cable is disconnected with the sample trolley through the physical mechanism, so that the sample trolley can freely collide with the rear-end collision energy absorber.
The beneficial effects are that: in the scheme, the sample trolley and the rear-end collision trolley are started successively, so that the sample trolley collides with the corresponding rear-end collision trolley after colliding with the fixed barrier, the scene of the front collision and the rear-end collision is restored, and the data under the scene can be acquired.
Further, the collision steps corresponding to the second collision type are as follows:
S310, starting a traction mechanism to enable the sample trolley to perform uniform acceleration motion along the test track at constant acceleration until the sample trolley is accelerated to a speed required by front collision and then stopping acceleration;
S311, after the AEB braking starting point is pulled, the connection between the traction steel cable and the sample trolley is disconnected through a physical mechanism, and a brake device of the sample trolley is started at the same time, so that the sample trolley performs the emergency braking process of the AEB with uniform deceleration;
S312, after the traction mechanism pulls the sample trolley to move, the rear-end collision trolley is enabled to do uniform acceleration movement along the test track by constant acceleration through the traction mechanism until the rear-end collision trolley is accelerated to the speed required by the rear-end collision, and then the acceleration is stopped;
s313, when a brake device of the sample trolley is started, the connection between the traction steel cable and the rear-end collision trolley is disconnected through a physical mechanism, and the rear-end collision occurs in the process of emergency braking of the sample trolley.
The beneficial effects are that: according to the scheme, the sample trolley and the rear-end collision trolley are started successively, so that the corresponding sample trolley and the rear-end collision trolley move, emergency braking of the sample trolley and rear-end collision of the rear-end collision trolley and the sample trolley are simultaneously carried out under the corresponding time of the corresponding AEB braking starting point position, and real simulation of a scene corresponding to the rear-end collision under the emergency braking is realized.
Further, the collision time of the rear-end collision truck and the sample truck in the first collision type satisfies:
wherein: t 5 is the time of collision of the sample trolley with the fixed barrier; d 1 is the distance from the impact resistance plane at the front end of the sample trolley to the front collision energy absorption device of the fixed barrier; v 0 is the speed required by the corresponding collision of the sample trolley; a 1 is the acceleration of the sample trolley in the process of uniform acceleration; deltat 0 is the time difference from the collision of the sample trolley and the fixed barrier to complete stabilization; m is the displacement of the sample trolley in the collision process; t 4 is the time of collision between the rear-end collision trolley and the sample trolley; d 2 is the distance from the rear-end collision energy absorbing device at the front end of the rear-end collision trolley to the front collision energy absorbing device of the fixed barrier; v 1 is the speed required for a collision corresponding to a rear-end collision trolley; a 2 is the acceleration of the rear-end collision trolley in the process of uniform acceleration; t 1 is the starting time of the rear-end collision trolley; l is the length of the body of the sample trolley.
The beneficial effects are that: in the scheme, when the first collision type is carried out, the fact that the collision between the rear-end collision trolley and the sample trolley can be carried out after the collision between the sample trolley and the fixed barrier is completed is considered to be realized, so that the collision meets the requirement by limiting the time for the collision between the rear-end collision trolley and the sample trolley and the time for the collision between the sample trolley and the fixed barrier, the experimental process is greatly simplified, the experimental accuracy is improved, and the experimental cost is reduced.
Further, the rear-end collision dolly and the sample dolly in the second collision type need to satisfy:
Wherein: v 0 is the sample trolley initial speed before AEB starts; a is AEB braking intensity; Δt 1 is the AEB brake duration before a collision occurs; deltaV is the relative collision strength of the two trolleys at the rear-end collision moment; s 0 is the distance interval between the sample trolley and the rear-end collision trolley before moving; s 1 is the distance interval when the speeds of the sample trolley and the rear-end collision trolley are consistent; s 2 is the distance interval between the sample trolley and the rear-end collision trolley from the speed consistency to the collision; t 2 is the time for the sample trolley to start the brake device to perform AEB emergency braking; t 1 is the starting time of the rear-end collision trolley; a 1 is the acceleration of the sample trolley in the process of uniform acceleration; a 2 is the acceleration of the rear-end collision trolley in the process of uniform acceleration; v 1 is the speed required for a collision corresponding to a rear-end collision truck.
The beneficial effects are that: in the scheme, the second collision type is the rear-end collision under the corresponding emergency braking, so that when the sample trolley starts the brake device to carry out AEB emergency braking and the sample trolley and the rear-end collision trolley collide, the respective moving distance and the initial distance interval of the rear-end collision trolley and the sample trolley are required to meet the conditions, the problem that the sample trolley collides without emergency braking is avoided, and the effectiveness of the collision test is greatly improved.
Drawings
FIG. 1 is a side view of a front-to-rear two-way loading crash cart for a vehicle in accordance with an embodiment of the invention;
FIG. 2 is a top view of a front-rear loading crash cart for a vehicle according to a first embodiment of the invention;
Fig. 3 is a flowchart of an automobile collision experiment method with bidirectional loading in front and back in the first embodiment of the invention.
Detailed Description
The following is a further detailed description of the embodiments:
The labels in the drawings of this specification include: the device comprises a traction mechanism 1, a fixed barrier 2, a front collision energy absorbing device 3, a test track 4, a traction steel cable 5, a sample trolley 6, a rear-end collision trolley 7, a rear-end collision energy absorbing device 8, an impact-resistant plane 9 and a test dummy 10.
Example 1
The car crash trolley with front and back loading basically as shown in fig. 1 and 2 comprises a traction mechanism 1, a fixed barrier 2, a sample trolley 6 and a rear-end collision trolley 7 which are sequentially arranged; the sample trolley 6 is provided with an occupant restraint system or an occupant cabin interior trim of a vehicle to be tested and a test dummy 10; the number of the rear-end collision trolleys 7 is at least 1. The number of rear-end collision dollies 7 is 1 in the present embodiment, and a plurality, for example, 3, are provided in other embodiments.
The front end and the rear end of the sample trolley 6 are provided with impact-resistant planes 9;
A front collision energy absorbing device 3 for absorbing energy corresponding to the sample trolley 6 colliding with the fixed barrier 2 is arranged on the rear end face of the fixed barrier 2, and a rear collision energy absorbing device 8 for absorbing energy corresponding to the sample trolley 6 colliding with the rear collision trolley 7 is arranged on the front end face of the rear collision trolley 7; the traction mechanism 1 is used for being connected with the sample trolley 6 and the rear-end collision trolley 7 through the traction steel rope 5 respectively, and providing initial kinetic energy for the sample trolley 6 and the rear-end collision trolley 7. The front collision energy absorbing device 3 and the rear collision energy absorbing device 8 comprise one of honeycomb aluminum, aluminum tubes, deformable steel plates and real front longitudinal beams. In this embodiment, the front collision energy absorbing device 3 and the rear collision energy absorbing device 8 are both honeycomb aluminum. Different collision strengths make the selection of different collision energy absorbing devices. And a brake device is arranged on the sample trolley 6. In the present embodiment, a conventional brake device is used as long as the braking function of the sample carriage 6 can be ensured.
Also included is a test track 4 for defining the direction of movement of the sample trolley 6 and the rear-end collision trolley 7. In the present embodiment, the traction mechanism 1 and the fixed barrier 2 are disposed in the middle of the test track 4, and the sample carriage 6 and the rear-end collision carriage 7 are disposed on the test track 4. The sample trolley 6 and the rear-end collision trolley 7 are respectively towed by the traction mechanism 1, so that front collision and rear-end collision under AEB emergency braking are realized, and further front-rear bidirectional loading collision is realized.
As shown in fig. 3, the embodiment also provides a front-back bidirectional loading automobile collision experiment method, which comprises the following steps:
S1, mounting a sample trolley 6 and a rear-end collision trolley 7 on a test track 4, respectively connecting with a traction mechanism 1, and performing passenger restraint system or passenger cabin interior decoration of a vehicle to be tested and mounting a test dummy 10; specifically, a sample trolley 6 and a rear-end collision trolley 7 are placed on the test track 4, and a traction steel cable 5 is respectively connected to the sample trolley 6 and the rear-end collision trolley 7; an occupant restraint system or an occupant compartment interior of the vehicle to be tested is mounted on the specimen trolley 6. And placing and adjusting the matched collision dummy according to the test requirements.
S2, selecting and installing a front collision energy absorbing device 3 on the fixed barrier 2 and a rear collision energy absorbing device 8 on the rear collision trolley 7 according to the front collision intensity requirement and the rear collision intensity requirement, and adjusting the weights of the rear collision trolley 7 and the sample trolley 6; in this embodiment, different impact strengths correspond to different impact absorbing devices, i.e. one impact strength corresponds to one type of impact absorbing device, for example, when the impact strength is a, cellular aluminum is selected, and when the impact strength is B, a real front side rail is selected. The weight of the sample trolley 6 is also adjusted to the actual weight of the vehicle to be tested; in this embodiment, if the weight of the vehicle to be measured is 1450kg, it is necessary to adjust the weight by a counterweight.
S3, starting a test, selecting a corresponding collision type, wherein the collision type comprises a first collision type and a second collision type, calling a corresponding collision step from a database according to the selected collision type, and executing the collision step;
Specifically, starting a test, selecting a corresponding collision type, wherein the collision type comprises a first collision type and a second collision type, and calling a corresponding collision step from a database according to the selected collision type;
in this embodiment, different collision steps corresponding to different collision types, wherein:
the collision steps corresponding to the first collision type are as follows:
s320, starting the traction mechanism 1 to enable the sample trolley 6 to perform uniform acceleration motion along the test track 4 at constant acceleration, and stopping acceleration until the sample trolley 6 is accelerated to a speed required by front collision;
s321, when the front collision energy absorber 3 is towed to the rear end face, the traction steel cable 5 and the sample trolley 6 are disconnected through a physical mechanism, so that the sample trolley 6 freely collides with the front collision energy absorber 3;
s322, starting the traction mechanism 1 to enable the rear-end collision trolley 7 to perform uniform acceleration motion along the test track 4 at constant acceleration until the sample trolley 6 is accelerated to a speed required by front collision and then stopping acceleration;
s323, when the rear-end collision energy absorber 8 is pulled, the traction steel cable 5 and the sample trolley 6 are disconnected through a physical mechanism, so that the sample trolley 6 can freely collide with the rear-end collision energy absorber 8.
When the collision steps corresponding to the first collision type are executed, the collision time of the rear-end collision trolley 7 and the sample trolley 6 satisfies the following conditions:
Wherein: t 5 is the time for the sample trolley 6 to collide with the fixed barrier 2; d 1 is the distance from the impact plane 9 at the front end of the sample trolley 6 to the front collision energy absorbing device 3 of the fixed barrier; v 0 is the speed required by the corresponding collision of the sample trolley 6; a 1 is the acceleration of the sample trolley 6 in the process of uniform acceleration; deltat 0 is the time difference from the collision of the sample trolley 6 with the fixed barrier to complete stabilization; m is the displacement of the sample trolley 6 in the collision process; t 4 is the time of collision between the rear-end collision trolley 7 and the sample trolley 6; d 2 is the distance from the rear-end collision energy absorbing device 8 at the front end of the rear-end collision trolley 7 to the front collision energy absorbing device 3 of the fixed barrier; v 1 is the speed required for a collision corresponding to the rear-end collision truck 7; a 2 is the acceleration of the rear-end collision trolley 7 in the process of uniform acceleration; t 1 is the starting time of the rear-end collision trolley 7; l is the body length of the sample trolley 6.
In this embodiment, M may be positive or negative when the above formula is satisfied, specifically, according to whether the front end of the sample trolley 6 is deformed after the collision of the sample trolley 6, so as to be embedded on the fixed barrier 2, or whether the front end of the sample trolley 6 is not deformed, so as to generate rebound, so as to generate a gap between the sample trolley 6 and the fixed barrier 2, if the vehicle body length L of the corresponding sample trolley 6 is reduced, M is a reduced distance, and is a negative value, and if there is a gap between the front end of the sample trolley 6 and the fixed barrier 2, M is a spaced distance, and is a positive value.
The collision steps corresponding to the second collision type are as follows:
S310, starting the traction mechanism 1 to enable the sample trolley 6 to perform uniform acceleration motion along the test track 4 at constant acceleration, and stopping acceleration until the sample trolley 6 is accelerated to a speed required by front collision;
S311, after the AEB braking starting point is pulled, the connection between the traction steel cable 5 and the sample trolley 6 is disconnected through a physical mechanism, and a braking device of the sample trolley 6 is started at the same time, so that the sample trolley 6 performs an emergency braking process of the AEB with uniform deceleration; in this embodiment, the acceleration corresponding to deceleration is generally set to 0.8g to 1g in consideration of the requirements of the test scenario.
S312, after the traction mechanism 1 draws the sample trolley 6 to move, the rear-end collision trolley 7 makes uniform acceleration motion along the test track 4 at constant acceleration through the traction mechanism 1 until the rear-end collision trolley 7 accelerates to the speed required by rear-end collision, and then stops accelerating;
S313, when the brake device of the sample trolley 6 is started, the connection between the traction cable 5 and the rear-end collision trolley 7 is disconnected by a physical mechanism, and a rear-end collision occurs during the emergency braking of the sample trolley 6.
When the collision step corresponding to the second collision type is executed, wherein: the rear-end collision trolley 7 and the sample trolley 6 need to satisfy:
Wherein: v 0 is the initial speed of the sample trolley 6 before AEB starts; a is AEB braking intensity; Δt 1 is the AEB brake duration before a collision occurs; deltaV is the relative collision strength of the two trolleys at the rear-end collision moment; s 0 is the distance interval between the sample trolley 6 and the rear-end collision trolley 7 before moving; s 1 is the distance interval when the speeds of the sample trolley 6 and the rear-end collision trolley 7 are consistent; s 2 is the distance interval between the sample trolley 6 and the rear-end collision trolley 7 from the speed consistency to the collision; t 2 is the time when the sample trolley 6 starts the brake device to perform AEB emergency braking; t 1 is the starting time of the rear-end collision trolley 7; a 1 is the acceleration of the sample trolley 6 in the process of uniform acceleration; a 2 is the acceleration of the rear-end collision trolley 7 in the process of uniform acceleration; v 1 is the speed required for the collision corresponding to the rear-end collision truck 7.
And S4, in the execution process of the collision step, after the impact resistance plane 9 on the front end of the sample trolley 6 is in contact with the front collision energy absorbing device 3 arranged at the rear end of the fixed barrier 2 and the impact resistance plane 9 on the rear end of the sample trolley 6 is in contact with the rear-end collision energy absorbing device 8 arranged at the front end of the rear-end collision trolley 7, the execution of the collision step is finished, and the injury data of the test dummy 10 on the sample trolley 6 are acquired.
Specifically, according to the collision step of taking, the traction mechanism 1 is started to accelerate the sample trolley 6 and the rear-end collision trolley 7 in sequence until the required speed of each collision is not reached, so that the impact plane 9 on the front end of the sample trolley 6 is in contact with the front collision energy absorbing device 3 arranged at the rear end of the fixed barrier 2, the impact plane 9 on the rear end of the sample trolley 6 is in contact with the rear-end collision energy absorbing device 8 arranged at the front end of the rear-end collision trolley 7, the corresponding collision process occurs, the injury value of the collision dummy on the sample trolley 6 is obtained, the whole collision experiment is completed through the acquisition of injury data of the collision dummy, the acquisition of front-rear bidirectional loading collision data is realized, and the vehicle can be adjusted by a vehicle developer according to the data.
The foregoing is merely exemplary of the present application, and the specific structures and features well known in the art will be described in detail herein so that those skilled in the art will be able to ascertain the general knowledge of the technical field of the application, whether it is the application date or the priority date, and to ascertain all of the prior art in this field, with the ability to apply the conventional experimental means before this date, without the ability of those skilled in the art to make various embodiments with the benefit of this disclosure. It should be noted that modifications and improvements can be made by those skilled in the art without departing from the structure of the present application, and these should also be considered as the scope of the present application, which does not affect the effect of the implementation of the present application and the utility of the patent. The protection scope of the present application is subject to the content of the claims, and the description of the specific embodiments and the like in the specification can be used for explaining the content of the claims.
Claims (3)
1. A car collision experiment method of front and back bidirectional loading, the said method uses a car collision trolley of front and back bidirectional loading, said a car collision trolley of front and back bidirectional loading includes traction mechanism, fixed barrier, sample trolley and rear-end collision trolley set up sequentially; the front end and the rear end of the sample trolley are provided with impact-resistant planes; the front end face of the rear-end collision trolley is provided with a rear-end collision energy absorbing device for absorbing energy corresponding to the sample trolley colliding with the fixed barrier; the traction mechanism is used for being connected with the sample trolley and the rear-end collision trolley respectively through traction steel ropes to provide initial kinetic energy for the sample trolley and the rear-end collision trolley; the number of the rear-end collision trolleys is at least 1; the front collision energy absorbing device and the rear collision energy absorbing device comprise one of honeycomb aluminum, aluminum tubes, deformable steel plates and real front longitudinal beams; a brake device is arranged on the sample trolley; the test track for limiting the moving direction of the sample trolley and the rear-end collision trolley is characterized in that: the method comprises the following steps:
S1, mounting a sample trolley and a rear-end collision trolley on a test track, respectively connecting with a traction mechanism, and performing passenger restraint system or passenger cabin interior decoration of a vehicle to be tested and mounting a test dummy;
S2, selecting and installing a front collision energy absorbing device on the fixed barrier and a rear collision energy absorbing device on the rear collision trolley according to the front collision intensity requirement and the rear collision intensity requirement, and adjusting the weights of the rear collision trolley and the sample trolley;
S3, starting a test, selecting a corresponding collision type, wherein the collision type comprises a first collision type and a second collision type, calling a corresponding collision step from a database according to the selected collision type, and executing the collision step;
s4, in the execution process of the collision step, after the impact resistance plane on the front end of the sample trolley is in contact with a front collision energy absorbing device arranged at the rear end of the fixed barrier and the impact resistance plane on the rear end of the sample trolley is in contact with a rear collision energy absorbing device arranged at the front end of the rear collision trolley, the execution of the collision step is finished, and injury data of a test dummy on the sample trolley are obtained;
the collision steps corresponding to the first collision type are as follows:
s320, starting a traction mechanism to enable the sample trolley to perform uniform acceleration motion along the test track at constant acceleration until the sample trolley is accelerated to a speed required by front collision and then stopping acceleration;
s321, when the front collision energy absorbing device is pulled to the rear end face of the front collision energy absorbing device, the connection between the traction steel cable and the sample trolley is disconnected through a physical mechanism, so that the sample trolley can freely strike the front collision energy absorbing device;
S322, starting a traction mechanism to enable the rear-end collision trolley to perform uniform acceleration motion along the test track at constant acceleration until the sample trolley is accelerated to a speed required by front collision and then stopping acceleration;
s323, when the rear-end collision energy absorber is pulled to the rear end face of the rear-end collision energy absorber, the connection between the pulling steel cable and the sample trolley is disconnected through a physical mechanism, so that the sample trolley can freely collide with the rear-end collision energy absorber;
the collision steps corresponding to the second collision type are as follows:
S310, starting a traction mechanism to enable the sample trolley to perform uniform acceleration motion along the test track at constant acceleration until the sample trolley is accelerated to a speed required by front collision and then stopping acceleration;
S311, after the AEB braking starting point is pulled, the connection between the traction steel cable and the sample trolley is disconnected through a physical mechanism, and a brake device of the sample trolley is started at the same time, so that the sample trolley performs the emergency braking process of the AEB with uniform deceleration;
S312, after the traction mechanism pulls the sample trolley to move, the rear-end collision trolley is enabled to do uniform acceleration movement along the test track by constant acceleration through the traction mechanism until the rear-end collision trolley is accelerated to the speed required by the rear-end collision, and then the acceleration is stopped;
s313, when a brake device of the sample trolley is started, the connection between the traction steel cable and the rear-end collision trolley is disconnected through a physical mechanism, and the rear-end collision occurs in the process of emergency braking of the sample trolley.
2. The method for testing the collision of the automobile with the front and back loading according to claim 1, wherein the method comprises the following steps: the collision time of the rear-end collision trolley and the sample trolley in the first collision type satisfies the following conditions:
Wherein: The time for the sample trolley to collide with the fixed barrier; /(I) The distance from the impact resistance plane at the front end of the sample trolley to the front collision energy absorption device for fixing the barrier; /(I)The speed required by the corresponding collision of the sample trolley; /(I)Acceleration of the sample trolley in the process of uniform acceleration; /(I)The time difference that the sample trolley collides with the fixed barrier wall to be completely stabilized; /(I)The displacement of the sample trolley in the collision process is shown; /(I)The time for the rear-end collision trolley to collide with the sample trolley; /(I)The distance from the rear-end collision energy absorbing device at the front end of the rear-end collision trolley to the front collision energy absorbing device of the fixed barrier; /(I)The speed required for the collision corresponding to the rear-end collision trolley; /(I)The acceleration of the rear-end collision trolley in the process of uniform acceleration is adopted; /(I)The starting time of the rear-end collision trolley; /(I)Is the length of the body of the sample trolley.
3. The method for testing the collision of the automobile with the front and back loading according to claim 2, wherein the method comprises the following steps: the rear-end collision trolley and the sample trolley in the second collision type need to satisfy:
Wherein: The initial speed of the sample trolley before the AEB starts; /(I) AEB braking duration for the duration of time before collision; deltaV is the relative collision strength of the two trolleys at the rear-end collision moment; /(I)The distance interval between the sample trolley and the rear-end collision trolley before moving is set; /(I)Distance interval when the speeds of the sample trolley and the rear-end collision trolley are consistent; /(I)Distance interval from the consistent speed of the sample trolley and the rear-end collision trolley to collision is set; /(I)The time for starting a brake device for the sample trolley to carry out AEB emergency braking; /(I)The starting time of the rear-end collision trolley; /(I)Acceleration of the sample trolley in the process of uniform acceleration; /(I)The acceleration of the rear-end collision trolley in the process of uniform acceleration is adopted; the speed required for the collision corresponding to the rear-end collision trolley.
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