CN211784175U - General type barrier of 25% front offset bump test - Google Patents
General type barrier of 25% front offset bump test Download PDFInfo
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- CN211784175U CN211784175U CN202020698443.3U CN202020698443U CN211784175U CN 211784175 U CN211784175 U CN 211784175U CN 202020698443 U CN202020698443 U CN 202020698443U CN 211784175 U CN211784175 U CN 211784175U
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Abstract
The utility model discloses a 25% front offset collision test universal barrier, which comprises a collision panel and an installation back plate, wherein the collision panel comprises a plane plate, and arc panels are naturally transitionally jointed at the left end and the right end of the plane plate; the mounting back plate is provided with a plurality of bolt mounting holes for mounting and fixing; the collision panel is connected with the mounting back plate through a main connecting support and an auxiliary connecting support; the bottom of the barrier is provided with an orientation wheel and an anchor bolt. The collision panel is symmetrically designed, and a bilateral test can be performed; the bolt mounting hole is a long strip-shaped hole which can be finely adjusted; the coordination and matching of the main connecting support and the auxiliary connecting support strengthens the connecting strength of the collision panel and the mounting backboard. The barrier is suitable for 25% offset frontal impact driver side and passenger side double side tests.
Description
Technical Field
The utility model relates to an automobile test equips technical field, especially about bump test with 25% front offset bump test general rigidity barrier.
Background
The crash mode adopted in most of the automobile front crash laws, standards and research and development tests in the field of the prior real automobile crash test is 100% front crash or 40% front offset crash, but later, the two test working conditions are more and more discovered to be insufficient for comprehensively verifying the situation possibility of the real automobile crash.
Therefore, in recent years, the 25% frontal offset crash condition gradually draws attention of the industry, and more enterprises begin to add the 25% frontal offset crash test in the automobile crash research and development test to more truly reproduce the actual accident crash process of the vehicle.
At present, including enterprises such as middle insurance research and public enterprises, research, development or evaluation test methods aiming at 25% of front offset collision of passenger cars are developed. However, the currently used offset collision barrier 100, as shown in fig. 1, has an asymmetric structure, and can only be used for a single 25% frontal offset collision test on one side of a driver or one side of a passenger, and a barrier with a symmetric structure is also required to be manufactured for the other side test, so that the barrier has no universality; in addition, the existing barrier has poor structural performance and inconvenient installation and use, particularly, after the barrier is installed on the main barrier 200, the front end of the barrier is suspended, the strength is greatly reduced and unstable, the barrier is poor in installation adjustability with the main barrier 200, and the transverse offset and the longitudinal offset are difficult to adjust.
SUMMERY OF THE UTILITY MODEL
Consequently, for solving current rigidity barrier can't carry out driver side and the general offset bump test's of passenger side both sides problem to and the unsettled tenesmic problem of front end after the horizontal offset displacement volume was adjusted difficulty, installation when current rigidity barrier installed, the utility model provides a 25% openly offset bump test general type barrier can realize that a barrier both sides 25% offset bump test uses.
The utility model discloses the technical scheme who takes as follows: a25% front offset collision test universal barrier comprises a collision panel and a mounting back plate, wherein the collision panel is composed of a flat panel and arc panels which are naturally transitionally connected at the left end and the right end of the flat panel, and the two arc panels are symmetrically arranged;
the mounting back plate is provided with a plurality of bolt mounting holes distributed all over the plate surface;
the collision panel is connected with the mounting back plate through main connecting supports, at least two main connecting supports are vertically connected between the collision panel and the mounting back plate, and auxiliary connecting supports are arranged between the main connecting supports;
and a directional wheel and a foundation bolt are arranged at the bottom of the main connecting support.
Furthermore, the collision panel is formed by bending a plane plate at two ends through metal plates to form an arc surface, or is formed by welding a plane plate and two arc plates.
Furthermore, the two arc panels are bent towards the back of the plane plate, and the arcs are opposite.
Further, the impact panel has a width and a height greater than the mounting back panel.
Further, the bolt mounting hole is an elongated hole.
Further, reinforcing rib plates are arranged between the collision panel and the main connecting support and between the mounting back plate and the main connecting support.
The reinforcing rib plate comprises a first reinforcing rib plate and a second reinforcing rib plate; the reinforcing rib plate is a square plate and is welded on the side surface of the main connecting support; the second reinforcing rib plate is a triangular plate, one edge of the second reinforcing rib plate is welded on the first reinforcing rib plate, and the other edge of the second reinforcing rib plate is welded on the collision panel/mounting backboard.
Furthermore, the main connecting supports are divided into two rows in parallel and connected between the collision panel and the mounting back plate; the auxiliary connecting supports are obliquely erected between the two rows of main connecting supports.
At least two main connecting supports are arranged in each row in an up-and-down mode.
Further, when the foundation bolt is screwed down to land, the orientation wheel is supported.
Compared with the prior art, the beneficial effects of the utility model are embodied in:
1. the utility model discloses carried out configuration improvement on ordinary rigidity barrier basis, collision panel adopts the bilateral symmetry design, has realized that the 25% openly biasing bump test of driver side and passenger side all can use same barrier.
2. The utility model discloses in, the collision panel area is bigger than the installation backplate, and the collision panel shelters from hou mian part comprehensively in the front, and the part of effective protection direct contact collision makes the structure safety.
3. The utility model discloses a combining bolt mounting hole, directional wheel and rag bolt can conveniently and accurately remove and fix the barrier, and the bolt mounting hole of rectangular shape, can finely tune this removal barrier position on main barrier.
4. The utility model discloses well main connection props and vice cooperation collocation between the connection props, has consolidated the joint strength between collision panel and the installation backplate. In addition, a reinforcing rib plate is arranged to assist reinforcement.
5. The utility model discloses establish rag bolt and directional wheel, rag bolt can carry out infinitely variable control in high, adapts to the vehicle of various chassis heights, acts as the fulcrum and plays the supporting role simultaneously in the test process, and directional wheel can assist the removal.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention, wherein like reference numerals are used to designate like parts throughout the drawings.
FIG. 1 is a diagram of the effect of a currently used offset crash barrier test;
FIG. 2 is a schematic view of a three-dimensional structure of a general barrier according to the present invention;
FIG. 3 is a schematic side view of a universal barrier according to the present invention;
fig. 4 is a schematic front view of the general barrier provided by the present invention, with the collision panel facing forward;
FIG. 5 is a top view of FIG. 4;
FIG. 6 is a schematic view of section A-A in FIG. 4;
FIG. 7 is a schematic view of section B-B in FIG. 4;
FIG. 8 is a schematic view of section C-C in FIG. 4;
FIG. 9 is a schematic view of section D-D of FIG. 4;
FIG. 10-1 is a diagram showing the effect of an occupant side test;
fig. 10-2 is a graph of the effect of performing a driver side test.
Detailed Description
The present invention is described in detail below with reference to the accompanying drawings and examples, but those skilled in the art should understand that the drawings and examples are not the only limitations of the present invention, and all equivalent changes or modifications made in the spirit of the present invention should be considered as falling within the protection scope of the present invention.
As shown in fig. 2 and fig. 3, the utility model provides a 25% front offset collision test general type barrier mainly includes the following parts: the collision panel comprises a collision panel 1, a mounting backboard 2, a main connecting support 3, an auxiliary connecting support 4 and a reinforcing rib plate 5. These components are all made of rigid materials.
The main body of the collision panel 1 is of a plane structure and comprises a plane plate 11, an arc panel 12 is further connected to the left end and the right end of the plane plate 11 in a natural transition mode, the two arc panels 12 are symmetrically arranged and are bent towards the back of the plane plate 11, and the arcs are opposite. The main objective is that the symmetrical design of the two-sided bend allows a single barrier to be tested on both the driver and the passenger side.
The main body of the installation backboard 2 is also of a plane structure, which comprises a plane plate 21, a plurality of bolt installation holes 22 are arranged on the plane plate 21, the bolt installation holes 22 are arranged on the width direction and the height direction of the plane plate 21, and can be arranged regularly or irregularly, the purpose of arranging a plurality of bolt installation holes on the installation backboard 2 is to adjust the installation position of the installation backboard 2 on the main barrier 200 conveniently (because finally the utility model discloses the barrier is to be installed on the main barrier). And bolt mounting hole 21 is a rectangular shape hole for the convenience of bolt fine setting position in rectangular shape hole for the barrier can carry out accurate offset displacement adjustment according to different motorcycle types, and the universality is stronger.
The collision panel 1 and the installation backboard 2 are connected by a main connecting support 3 and an auxiliary connecting support 4. The main connecting support 3 mainly plays a role in connecting the collision panel 1 with the installation backboard 2, and the auxiliary connecting support 4 mainly plays a role in reinforcing the main connecting support 3. At least two main connecting supports 3 are connected between the collision panel 1 and the mounting backboard 2, and the main connecting supports 3 are vertically connected with the collision panel 1 and the mounting backboard 2; the auxiliary connecting support 4 is arranged between the two main connecting supports 3.
Further, in an embodiment, as shown in fig. 4 to 8, the main connecting struts 3 may be divided into two rows, i.e., a left row and a right row, in parallel, and each row of the main connecting struts 3 has four main connecting struts, i.e., four main connecting struts are divided into four upper and lower layers; correspondingly, the number of the auxiliary connecting struts 4 is four, one auxiliary connecting strut 4 is obliquely erected between the left and right main connecting struts 3 on each layer, and the two rows of the main connecting struts 3 are connected. Furthermore, four auxiliary connecting struts 4 are obliquely supported between the main connecting struts 3 in a mutually staggered mode. The more the number of the main connecting struts 3 and the auxiliary connecting struts 4 is, the more stable the structure is.
Further, reinforcing rib plates 5 are additionally arranged between the collision panel 1 and the main connecting support 3 and between the mounting backboard 2 and the main connecting support 3, so that the connecting strength between the main connecting support 3 and the collision panel 1 and between the mounting backboard 2 is further enhanced. As shown in fig. 2, the reinforcement rib 5 includes a first reinforcement rib 51 and a second reinforcement rib 52; the first reinforcing rib plate 51 is a square plate and is fixed on the side surface of the row of the main connecting supports 3, so that the second reinforcing rib plate 52 is conveniently connected to the main connecting supports 3, otherwise, the main connecting supports 3 are rod pieces and are not easy to connect; the second reinforcing rib 52 is a triangular plate, one edge of which is welded to the first reinforcing rib 51, and the other edge of which is welded to the impact panel 1/the mounting backplate 2.
Further, the whole width and height of the collision panel 1 are larger than those of the installation back plate 2, especially, collision areas on two sides of the collision panel 1 are widened, the number of the reinforcing rib plates 5 is increased, the requirement of a collision test can be met, the tail-flick space after the vehicle collides is increased, and the condition that the vehicle and a barrier are subjected to secondary collision is avoided.
The collision panel 1, the installation backboard 2, the main connecting support 3, the auxiliary connecting support 4 and the reinforcing rib plate 5 are all connected by welding.
The utility model provides a general type barrier of 25% openly biasing bump test, still a characteristic is equipped with directive wheel 6 and rag bolt 7 in the barrier bottom, conveniently removes and fixes, as shown in fig. 3, fig. 9. The directional wheel 6 and the anchor bolt 7 can be arranged at the bottom of the bottommost main connecting support 3; it is also possible to weld a bottom plate at the bottom of the lowermost main brace 3 and then mount the orientation wheel 6 and anchor bolt 7 on the bottom plate.
The directional wheel 6 is used for moving the barrier, and the barrier is relatively heavy, and the directional wheel 6 is arranged at the bottom, so that the barrier can be conveniently moved when a left side test and a right side test are carried out, and the friction between the barrier and the ground is reduced.
The foundation bolts 7 are used for supporting the barrier, the foundation bolts 7 are retracted when the barrier moves, and when the barrier is positioned, the foundation bolts 7 sink to the ground to support the barrier; meanwhile, the balance of the barrier can be adjusted by finely adjusting the height of the foundation bolt 7, the perpendicularity of the collision panel 1 and the ground can be adjusted, and the processing error is compensated; meanwhile, the foundation bolts 7 exist as fulcrums, so that the front end of the barrier can be prevented from hanging and drooping, and further deforming.
The anchor bolt 7 can be screwed up to lift the ground or screwed down to land, and when the anchor bolt is screwed down, the orientation wheel 6 can be supported to lift the orientation wheel 6 from the ground.
Further, four orientation wheels 6 and four anchor bolts 7 are arranged and are symmetrically arranged at four positions at the bottom of the barrier.
As shown in fig. 10-1 and 10-2, the barrier of the present invention is marked as 101, before the test, the anchor bolt 7 is firstly retracted, and the barrier is assisted to move by the crown block or the forklift and the directional wheel 6, so as to find the preliminary location of the barrier; after the barrier is in place, the mounting backboard 2 and the main barrier 200 are preliminarily connected by mounting bolts in the appropriate bolt mounting holes 21, and the bolts do not need to be screwed at the moment; then, the test vehicle is drawn to the front of the barrier through a traction system, the barrier is subjected to offset displacement fine adjustment through the assistance of the orientation wheel 6, the orientation wheel 6 contacts the ground at the moment, after the offset displacement is adjusted, the foundation bolt 7 is unfolded to fall to the ground, the barrier is jacked up, the orientation wheel 6 is lifted off the ground, the collision panel 1 is perpendicular to the ground, and at the moment, the bolt is screwed down to finish fixing; the test was then started. Fig. 10-1 shows the passenger side test being performed, and fig. 10-2 shows the driver side test being performed, with only one barrier moving during the test, and with one barrier performing a two-side test.
The above embodiments are only preferred embodiments, but the scope of the present invention is not limited thereto, and any equivalent changes or substitutions easily conceived by those skilled in the art within the technical spirit of the present invention are intended to be covered by the scope of the present invention.
Claims (10)
1. The utility model provides a general type barrier of 25% front offset collision test, includes a collision panel and a installation backplate which characterized in that:
the collision panel is composed of a flat panel and cambered panels which are naturally transitionally jointed at the left end and the right end of the flat panel, and the two cambered panels are symmetrically arranged;
the mounting back plate is provided with a plurality of bolt mounting holes distributed all over the plate surface;
the collision panel is connected with the mounting back plate through main connecting supports, at least two main connecting supports are vertically connected between the collision panel and the mounting back plate, and auxiliary connecting supports are arranged between the main connecting supports;
and a directional wheel and a foundation bolt are arranged at the bottom of the main connecting support.
2. The 25% offset frontal impact test universal barrier of claim 1, wherein: the collision panel is formed by bending a plane plate at two ends through metal plates to form an arc surface, or is formed by welding a plane plate and two arc plates.
3. The 25% offset frontal impact test utility barrier of claim 1 or 2, characterized in that: the two cambered plates are bent towards the back of the plane plate, and the cambered surfaces are opposite.
4. The 25% offset frontal impact test universal barrier of claim 1, wherein: the impact panel has a width and a height greater than the mounting backing panel.
5. The 25% offset frontal impact test universal barrier of claim 1, wherein: the bolt mounting hole is a strip-shaped hole.
6. The 25% offset frontal impact test universal barrier of claim 1, wherein: and reinforcing rib plates are arranged between the collision panel and the main connecting support and between the mounting back plate and the main connecting support.
7. The 25% offset frontal impact test universal barrier of claim 6, wherein: the reinforcing rib plate comprises a first reinforcing rib plate and a second reinforcing rib plate;
the reinforcing rib plate is a square plate and is welded on the side surface of the main connecting support; the second reinforcing rib plate is a triangular plate, one edge of the second reinforcing rib plate is welded on the first reinforcing rib plate, and the other edge of the second reinforcing rib plate is welded on the collision panel/mounting backboard.
8. The 25% offset frontal impact test universal barrier of claim 1, wherein: the main connecting supports are divided into two rows in parallel and connected between the collision panel and the mounting back plate; the auxiliary connecting supports are obliquely erected between the two rows of main connecting supports.
9. The 25% offset frontal impact test universal barrier of claim 8, wherein: at least two main connecting supports are arranged in each row in an up-and-down mode.
10. The 25% offset frontal impact test universal barrier of claim 1, wherein: and when the foundation bolt is screwed down to land, the orientation wheel is supported.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020698443.3U CN211784175U (en) | 2020-04-30 | 2020-04-30 | General type barrier of 25% front offset bump test |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020698443.3U CN211784175U (en) | 2020-04-30 | 2020-04-30 | General type barrier of 25% front offset bump test |
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| Publication Number | Publication Date |
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| CN211784175U true CN211784175U (en) | 2020-10-27 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202020698443.3U Active CN211784175U (en) | 2020-04-30 | 2020-04-30 | General type barrier of 25% front offset bump test |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113432945A (en) * | 2021-06-23 | 2021-09-24 | 长春汽车检测中心有限责任公司 | Device and method for preparing asbestos standard test piece for polarizing microscope |
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2020
- 2020-04-30 CN CN202020698443.3U patent/CN211784175U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113432945A (en) * | 2021-06-23 | 2021-09-24 | 长春汽车检测中心有限责任公司 | Device and method for preparing asbestos standard test piece for polarizing microscope |
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