CN215832970U - Collision test device suitable for car bumper beam assembly - Google Patents
Collision test device suitable for car bumper beam assembly Download PDFInfo
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- CN215832970U CN215832970U CN202121788683.3U CN202121788683U CN215832970U CN 215832970 U CN215832970 U CN 215832970U CN 202121788683 U CN202121788683 U CN 202121788683U CN 215832970 U CN215832970 U CN 215832970U
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Abstract
The utility model relates to the technical field of automobile anti-collision tests, in particular to a collision test device suitable for an automobile bumper beam assembly, which comprises a device body, wherein the device body comprises a bearing table, a counterweight component, a connecting component, a collision piece and a base, the base is arranged on one side of the bearing table, and the collision piece is fixed on the base and is positioned between the base and the bearing table; the counterweight component is arranged on the bearing platform; the rear end of the connecting assembly is connected with the bearing platform, the front end of the connecting assembly is provided with a connecting part, and the connecting assembly is positioned between the impact piece and the bearing platform; an accelerating track is arranged below the bearing platform, the bearing platform is erected on the accelerating track and makes reciprocating linear motion on the accelerating track, and the base is located at the tail end of the accelerating track. The test device disclosed by the utility model is simple and reliable in structure, the rest structures except the bumper beam assembly deformed after being impacted can be repeatedly used, whether the bumper beam assembly meets the requirements or not is judged through a test, and the failure risk, the test cost and the test period of the whole vehicle collision test in the later period can be greatly reduced.
Description
Technical Field
The utility model relates to the technical field of automobile anti-collision tests, in particular to a collision test device suitable for an automobile bumper beam assembly.
Background
The automobile beam is mainly used for connecting a cab, a front cabin, a rear cabin and a whole automobile frame, the two sides of the cab are safely connected together by welding with the middle longitudinal beam, and the automobile front beam is a first beam behind a front bumper and is used for ensuring the torsional rigidity of the frame and bearing longitudinal load and also can support main components on an automobile.
At present, the front cabin position space of some compact automobiles is narrow, in the automobile collision safety design, in order to take double requirements of pedestrian protection and passenger protection into consideration, a sufficient buffer space is provided for pedestrian collision protection between a front cross beam and a front bumper, a sufficient distance is reserved between the front cross beam and an engine cylinder body to ensure a sufficient energy-absorbing deformation space, in addition, a welding heat affected zone can be formed in a mounting bracket of the middle area of the front cross beam in the welding process, the distance between the heat affected zone and an electrophoresis hole in the structure is close, and the middle position of the front cross beam is easy to break in the front collision process. Therefore, before the whole vehicle is produced in batches, a large number of collision tests are required to verify the collision avoidance performance of the vehicle. In the prior art, appliances for directly testing the front baffle structure or the front cross beam structure are rare, so that a large number of collision verification tests generally need to be carried out by using the whole vehicle, the cost is high, and the test period is long.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a collision testing device suitable for an automobile bumper beam assembly, and the collision testing device is used for solving the technical problems.
The technical problem solved by the utility model can be realized by adopting the following technical scheme:
a collision test device suitable for a beam assembly of an automobile bumper comprises a device body, wherein the device body comprises a bearing platform, a counterweight component, a connecting component, a collision component and a base,
the base is arranged on one side of the bearing table, and the impact piece is fixed on the base and positioned between the base and the bearing table;
the counterweight component is arranged on the table top of the bearing table and is fixed on the table top, so that the weight configuration of the vehicle is simulated;
the rear end of the connecting assembly is connected with the bearing table, the front end of the connecting assembly is provided with a connecting part for connecting a to-be-tested beam assembly, so that the connecting between the bearing table and the to-be-tested beam assembly is realized through the connecting assembly, and the connecting assembly is positioned between the impact piece and the bearing table;
an acceleration track is arranged below the bearing platform, the bearing platform is erected on the acceleration track and makes reciprocating linear motion on the acceleration track, and the base is located at the tail end of the acceleration track.
According to the utility model, the bearing platform, the counterweight component and the connecting component are used for constructing the vehicle simulation component to simulate the whole solid vehicle, the base and the impact component are used for constructing the impact component to simulate the solid impact object, and the counterweight component is used for realizing weight matching during whole vehicle simulation, so that the requirement that the impact test of the front structure of the vehicle can be carried out only after the whole vehicle is assembled is avoided, the conditions required by the test and the assembly difficulty of a test article are reduced, and the material cost and the test period required by the test are correspondingly reduced.
Coupling assembling includes first connecting plate and connection shaped steel, first connecting plate is vertical setting, and its one side surface is to the front side, and opposite side surface is to connection shaped steel, the one end of connection shaped steel is connected bearing platform, the other end are connected first connecting plate, be equipped with the bolt hole on the first connecting plate, thereby make it become coupling assembling connecting portion are convenient for will through the bolt the roof beam assembly that awaits measuring is fixed on it.
The front end of the bearing table is provided with an installation block, and the installation block is connected with the connecting assembly through the front side surface of the installation block;
the connecting assembly comprises a second connecting plate which is vertically arranged, one side surface of the second connecting plate faces the bearing table, the connecting assembly is connected with the bearing table through the second connecting plate,
be equipped with first through-hole on the second connecting plate, the front side surface of installation piece is equipped with the fastener hole, and the fastener such as the bolt of being convenient for locks behind the first through-hole of second connecting plate in the fastener hole on the front side surface of installation piece to realize being connected of coupling assembling and bearing platform.
Be equipped with first spout on the face of mounting panel, correspond first spout is in be equipped with first slider on the second connecting plate, first slider card is gone into behind the first spout, can make the second connecting plate along the length direction of first spout slides, thereby adjusts coupling assembling's position to correspond the different intervals of energy-absorbing buffering connection structure on the crossbeam assembly of different specification and dimension.
In order to facilitate the matching of the arrangement direction of the first sliding chute and the arrangement direction of the fastener holes in groups, the length direction of the first sliding chute can be arranged along a straight line which is parallel to the straight line along which the fastener holes in each group are arranged.
The counter weight component fixing structure is characterized in that a fixing hole convenient for fixing the counter weight component is formed in the table board of the bearing table, an internal thread is arranged in the fixing hole, a second through hole convenient for penetrating a fastener is formed in the counter weight component, and the fastener is locked in the fixing hole on the table board of the bearing table after penetrating through the second through hole, so that the counter weight component is fixed on the table board of the bearing table.
Be equipped with on the mesa of bearing platform and be convenient for fix a position the locating hole of counter weight component, the lower surface of counter weight component is equipped with the reference column, the vertical setting of reference column to make counter weight component place the mesa of bearing platform after, make the reference column fall into the locating hole, realize the location of counter weight component on the bearing platform mesa.
According to the utility model, through the positioning hole on the bearing platform and the positioning column on the configuration assembly, the disassembly and assembly of the counterweight structure are realized, the flexibility and the convenience of arrangement are increased, the counterweight structure of the bearing platform can be changed rapidly when different vehicle types are simulated, the rapid configuration is realized, and the installation difficulty is reduced.
A second sliding groove convenient for fixing the counterweight component is formed in the table top of the bearing table, and a second sliding block convenient for being clamped into the second sliding groove is arranged on the bottom surface of the counterweight component;
the setting direction of the second sliding chute is perpendicular to the length direction of the accelerating track.
According to the utility model, the second sliding groove is arranged on the table board of the bearing table and is matched with the second sliding block on the counterweight component to realize sliding connection between the bearing table and the counterweight component, so that the structural members can be conveniently and rapidly mounted and dismounted, and therefore, when different vehicle types are simulated, the counterweight structure can be rapidly changed, the mounting time is reduced, and the mounting burden is lightened.
Be equipped with two at least spliced poles on the base, arbitrary spliced pole towards the bearing platform stretches out, on the striking piece towards one side of base be equipped with be convenient for with the sleeve pipe that the spliced pole cup jointed, through the sleeve pipe with cup joint of spliced pole is realized the striking piece with the connection of base.
According to the utility model, through the arrangement of the sleeve and the connecting column, the impact piece is quickly assembled and disassembled, so that the impact assembly can be quickly molded.
Has the advantages that: by adopting the technical scheme, the test device disclosed by the utility model is simple and reliable in structure, the rest structures except the bumper beam assembly deformed after being impacted can be repeatedly used, whether the bumper beam assembly meets the requirements or not is judged through a test, and the failure risk, the test cost and the test period of the later-stage whole vehicle collision test can be greatly reduced.
Drawings
FIG. 1 is a schematic structural diagram of the present invention;
FIG. 2 is a partial schematic view of a front connection structure of the load bearing platform of FIG. 1;
FIG. 3 is a schematic view of the connecting assembly of FIG. 2 connected to a load-bearing platform;
FIG. 4 is a schematic view of the structure of FIG. 3 as viewed from the right side thereof;
FIG. 5 is a schematic view of the connection of the load bearing platform and the weight assembly with the fastener of the present invention;
FIG. 6 is a schematic view of the bearing platform and the counterweight assembly of the present invention connected by the positioning post;
FIG. 7 is a schematic view of the present invention showing the connection of the bearing platform and the counterweight assembly by the sliding block;
FIG. 8 is a partial schematic view of the base of FIG. 1 after attachment to the strike;
FIG. 9 is a schematic view of a layout of the test assembly and the striker of the present invention.
Detailed Description
In order to make the technical means, the creation characteristics, the achievement purposes and the effects of the utility model easy to understand, the utility model is further described with the specific drawings. It is noted that the terms "first," "second," "third," "fourth," and the like (if any) in the description and in the claims of the utility model are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It will be appreciated that the data so used may be interchanged under appropriate circumstances such that the embodiments described herein may be practiced otherwise than as specifically illustrated or described herein. Furthermore, the terms "comprises" or "comprising," and any variations thereof, are intended to cover non-exclusive inclusions, such that a product or apparatus that comprises a list of elements or units is not necessarily limited to those elements or units expressly listed, but may include other elements or units not expressly listed or inherent to such product or apparatus.
Referring to fig. 1, a collision test device suitable for a bumper beam assembly of an automobile comprises a device body, wherein the device body comprises a bearing platform 10, a counterweight component 20, a connecting component 30, a collision piece 40 and a base 50,
the base 50 is arranged on one side of the bearing table 10, and the impact piece 40 is fixed on the base 50 and is positioned between the base 50 and the bearing table 10;
the counterweight component 20 is arranged on the table top of the bearing table 10 and fixed on the table top, so as to simulate the weight configuration of the vehicle;
the rear end of the connecting assembly 30 is connected with the bearing table 10, the front end of the connecting assembly 30 is provided with a connecting part for connecting the to-be-tested beam assembly 90, so that the connecting between the bearing table 10 and the to-be-tested beam assembly 90 is realized through the connecting assembly 30, and the connecting assembly 30 is positioned between the impact piece 40 and the bearing table 10;
an acceleration rail 60 is provided below the bearing table 10, the bearing table 10 is mounted on the acceleration rail 60 and performs a reciprocating linear motion thereon, and the base 50 is located at the end of the acceleration rail 60.
It should be noted that, on the bearing platform, counterweight assemblies of different specifications and sizes can be selected according to the weights of different vehicle types to realize flexible weight configuration, so that a plurality of counterweight assemblies of multiple specifications need to be prepared in advance for standby. The counterweight assembly in this application can be made of steel, cast iron or rubber, with a flat bottom surface, typically in the form of a block with a rectangular cross-section.
In addition, at least two acceleration tracks are generally provided in the present invention, and the longitudinal directions of the adjacent acceleration tracks are parallel to each other. The power of the bearing platform can be obtained after being connected with a traction machine (not shown in the figure) through a traction rope, and the mechanical equipment arranged on the track is driven by the traction equipment to move linearly, which belongs to the prior art.
In order to realize the connection of the beam assembly to be tested, the utility model can be arranged according to the following structure: as shown in fig. 2 and 3, the connecting assembly 30 includes a first connecting plate 301 and a connecting section steel 302, the first connecting plate 301 is vertically disposed, and has one side surface facing the front side and the other side surface facing the connecting section steel 302,
one end of the connecting steel 302 is connected with the bearing platform 10, the other end is connected with the first connecting plate 301, and the first connecting plate 301 is provided with bolt holes 3011, so that the first connecting plate 301 becomes a connecting part of the connecting component 30 and is convenient for fixing the beam assembly to be tested 90 thereon through bolts 3012.
It should be noted that, as shown in fig. 2, two groups of connecting assemblies 30 are generally arranged corresponding to the two energy-absorbing boxes 901 of the beam assembly 90, and the two groups of connecting assemblies 30 are respectively connected to the two energy-absorbing boxes 901 of the beam assembly 90 or connected to the corresponding buffer connecting structure of the beam assembly 90.
In order to realize the connection of the cross beam assemblies to be tested with different specifications and sizes, the utility model can be arranged according to the following structure: as shown in fig. 2, 3 and 4, the front end of the bearing platform 10 is provided with a mounting block 101, and the mounting block 101 is connected with the connecting assembly 30 through the front side surface thereof;
the connecting assembly 30 includes a second connecting plate 303, which is vertically disposed and has a side surface facing the load-bearing table 10, and the connecting assembly 30 is connected to the load-bearing table 10 through the second connecting plate 303. The second connecting plate 303 is provided with a first through hole, the front side surface of the mounting block 101 is provided with a fastener hole 1011, so that fasteners such as bolts can pass through the first through hole of the second connecting plate 303 and then be locked in the fastener hole on the front side surface of the mounting block 101, and the connection of the connecting assembly 30 and the bearing platform 10 is realized.
Specifically, as shown in fig. 3, the fastener holes 1011 on the front side surface of the mounting block 101 may be spaced apart along the horizontal direction and arranged in a close arrangement, so that the connecting assemblies may be adjusted to different mounting positions, and thus, the spacing distance between two sets of connecting assemblies may be adjusted, and the adjusted connecting assemblies may be mounted on beam assemblies of different specifications or sizes. Because the distances between the energy absorption and buffering structures (the structures are generally used as the connecting structures of the beam assemblies and the frame) of the beam assemblies of different vehicle types on the market are different, the connecting components can be installed at different positions through a plurality of spaced fastener holes arranged in the horizontal direction so as to correspond to energy absorption box structures with different specifications and sizes.
In addition, a plurality of sets of fastener holes 1011 may be disposed on the front side surface of the mounting block 101, adjacent sets of fastener holes 1011 are disposed at intervals along horizontal straight lines parallel to each other, and the same set of fastener holes 1011 are disposed along the same straight line.
In order to increase the operation convenience of adjusting the installation position of the connecting assembly on the bearing platform, the utility model can be arranged according to the following structure: as shown in fig. 3 and 4, a first sliding groove 1012 is formed on the plate surface of the mounting plate 101, a first sliding block 3031 is arranged on the second connecting plate 303 corresponding to the first sliding groove 1012, and after the first sliding block 3031 is clamped into the first sliding groove 1012, the second connecting plate 303 can slide along the length direction of the first sliding groove 1012, so that the position of the connecting assembly 30 is adjusted to correspond to different intervals of the energy-absorbing buffering connecting structures on the beam assemblies of different specifications and sizes.
In order to facilitate the arrangement of the first runner 1012 in the direction corresponding to the arrangement of the fastener holes 1011 in the group, the first runner 1012 may be arranged along a straight line parallel to the straight line along which the fastener holes 1011 are arranged in each group.
In some of these embodiments, at least two sets of fastener holes 1011 are provided above and/or below the first runner 1012. In the configuration shown in FIG. 3, a set of fastener holes 1011 are provided above and below the first runner 1012.
In order to facilitate the connection between the first slider 3031 and the first sliding groove 1012, the first slider 3031 may be configured as a slider structure with a T-shaped cross section, so that the first slider protrudes from a side surface of the second connecting plate 303 facing the bearing platform 10, and correspondingly, the first sliding groove 1012 is configured as a groove with a T-shaped structure.
The connection mode of the counterweight component and the bearing table comprises fastener connection, positioning column connection and sliding block connection.
Specifically, when a fastener connecting mode is adopted, the structure is as follows: as shown in fig. 5, a fixing hole 1001 for fixing the weight assembly is formed on the platform surface of the bearing platform 10, an internal thread is formed in the fixing hole 1001, a second through hole 2001 for a fastener to penetrate is formed in the weight assembly 20, and the fastener is locked in the fixing hole 1001 on the platform surface of the bearing platform 10 after passing through the second through hole 2001, so that the weight assembly 20 is fixed on the platform surface of the bearing platform 10.
Specifically, a plurality of groups of fixing holes 1001 arranged at intervals along a straight line are arranged on the table top of the bearing table 10, at least one group of second through holes 2001 are arranged on the counterweight component 20, and the interval distance between adjacent through holes on each group of second through holes 2001 and the interval distance between adjacent fixing holes in each group of fixing holes 1001 on the table top of the bearing table 10 can be set to be equal;
alternatively, the following settings are set:
the spacing distance between adjacent fixing holes in each group of fixing holes on the table top of the bearing table is defined as X1, and the spacing distance between adjacent through holes in each group of second through holes on the counterweight component is defined as X2, so that X2 is equal to nX1, where n is a positive integer, and in addition, for convenience of operation, n generally takes a value between 1 and 10. That is, the spacing distance between adjacent through holes in each set of second through holes on the counterweight assembly is a multiple of the spacing distance between adjacent fixing holes in each set of fixing holes on the bearing platform.
When the connection of the bearing platform and the counterweight component is realized by adopting a positioning column connection mode, the arrangement can be as follows: as shown in fig. 6, a positioning hole 1002 is disposed on the table top of the bearing table 10 for positioning the weight component, a positioning column 2002 is disposed on the lower surface of the weight component 20, and the positioning column 2002 is disposed vertically, so that after the weight component 20 is placed on the table top of the bearing table 10, the positioning column 2002 falls into the positioning hole 1002, and the positioning of the weight component 20 on the table top of the bearing table 10 is achieved.
Fig. 6 is a schematic sectional view of the structure of the bearing table as viewed from the right side thereof.
According to the utility model, through the positioning hole 1002 on the bearing platform 10 and the positioning column 2002 on the configuration component 20, the disassembly and assembly of the counterweight structure 20 are realized, the flexibility and the convenience in arrangement are increased, the counterweight structure of the bearing platform can be changed rapidly when different vehicle types are simulated, the rapid configuration is realized, and the installation difficulty is reduced.
It should be noted that, in order to prevent the counterweight assembly 20 from rotating on the top surface of the bearing table 10, at least two positioning columns 2002 may be disposed on the lower surface of the counterweight assembly 20, and the positions of the at least two positioning columns 2002 are required to be set, and after one of the positioning columns 2002 falls into one of the positioning holes 1002, the remaining positioning columns can also fall into the other corresponding positioning holes. In consideration of the fact that the vertical stress condition of the bearing table is weak during impact testing, the positioning columns are adopted to position the counterweight components, and the testing requirements can be met. Alternatively, the problem of vertical jump of the weight component during a violent impact can be counteracted by increasing the number of positioning columns of a single weight component.
When the connection of the bearing platform and the counterweight component is realized by adopting a sliding block connection mode, the structure can be set as follows: as shown in fig. 7, a second sliding slot 1003 for fixing the counterweight assembly 20 is formed on the table top of the bearing table 10, and a second sliding block 2003 for being clamped into the second sliding slot 1003 is formed on the bottom surface of the counterweight assembly 20;
the second chute 1003 is disposed in a direction perpendicular to the longitudinal direction of the acceleration rail.
Fig. 7 is a schematic sectional view of the structure of the bearing table as viewed from the right side thereof.
According to the utility model, the second sliding groove 1003 is arranged on the table top of the bearing table 10 and is matched with the second sliding block 2003 on the counterweight component 20, so that the sliding connection between the bearing table and the counterweight component is realized, and the rapid installation and disassembly of structural members are facilitated, so that the counterweight structure can be rapidly changed when different vehicle types are simulated, the installation time is reduced, and the installation burden is lightened.
Specifically, at least two second sliding grooves 1003 can be arranged on the platform surface of the bearing platform 10, and each second sliding groove 1003 is arranged along the direction perpendicular to the length direction of the acceleration track, so that a plurality of counterweight components with different specifications and sizes can be flexibly configured to adjust the weight configuration of a simulated vehicle type.
In addition, for the insertion structure of the positioning column and the positioning hole, the vertical height of the slider is generally not set to be very large, so that the connection depth of the slider and the sliding groove cannot be compared with the insertion structure of the positioning column and the positioning hole, which causes the problem that the small-weight counterweight assembly is easily jumped off from the second sliding groove 1003 during the impact test. Therefore, in order to prevent the second sliding block 2003 from jumping out of the second sliding groove 1003 during the impact test, the second sliding block 2003 may be arranged to have a T-shaped structure, and the corresponding second sliding groove 1003 may also have a T-shaped groove.
In order to prevent the counterweight component from sliding along the second sliding chute 1003 in an unexpected situation, a positioning pin hole (not shown in the figure) may be formed in the second sliding chute 1003, and after the counterweight component is mounted, a positioning pin is inserted into the positioning pin hole, so that the lower half structure of the positioning pin falls into the positioning pin hole, and the upper half structure protrudes from the bottom of the second sliding chute 1003, thereby blocking the second slider 2003 inserted into the second sliding chute 1003, and limiting the sliding of the corresponding counterweight component 20.
The utility model realizes the setting of the striking piece according to the following structure: as shown in fig. 1 and 8, at least two connecting columns 501 are arranged on the base 50, any connecting column 501 extends out towards the bearing platform, a sleeve 401 convenient to be sleeved with the connecting column 501 is arranged on one side of the striking element 40 facing the base 50, and the striking element 40 is connected with the base 50 through the sleeve 401 and the connecting column 501.
According to the utility model, through the arrangement of the sleeve 401 and the connecting column, the striking piece 40 is quickly assembled and disassembled, so that the striking assembly (consisting of the striking piece and the base) can be quickly molded.
It should be noted that, a concave structure may be disposed on a side of the base 50 facing the bearing platform, and a plurality of connection columns 501 are disposed therein, so that the striking member 40 includes a front structure 402 and a rear structure 403, which are connected by a connection rod 404, the front structure 403 is used for simulating a striking object, and the rear structure 403 is used for fixing the sleeve 401 and then implementing a socket joint with the connection columns 501 of the base 50.
In some embodiments, to adjust the position of the striker, a plurality of connecting columns 501 may be disposed such that each connecting column 501 is disposed along a same straight line, and the straight lines along which the connecting columns 501 of adjacent groups are disposed may be parallel to each other.
In other embodiments, where multiple sets of connecting posts 501 are provided, multiple sleeves 401 may be provided on the same impactor to correspond to multiple connecting posts in the same set of connecting posts, or to multiple connecting posts in different sets of connecting posts.
In the implementation of the present invention, as shown in fig. 9, the bumper beam assembly 90, the connecting plate 301, the connecting section steel 302, and the mounting block 101 of the bearing table are connected together by the fastening members to form a testing assembly, and then the base 50 is sleeved with the corresponding impact member 40. Moving the test assembly on an accelerating track, and performing a frontal collision with a collision member 40 at the tail end of the track after the test assembly is accelerated to a specific speed (for example, 15 km/h); after the test is finished, measuring the deformation degree of the front part of the bumper beam by using a measuring tool (such as a tape measure or other related gauge tools); if the bumper beam is deformed beyond the requirement (e.g., deformation > 400mm), corresponding structural or weld optimization is required; if the requirement is met (for example, the deformation is less than or equal to 400mm), the subsequent whole vehicle collision test can be continued.
In conclusion, the vehicle simulation assembly is constructed by the bearing platform, the counterweight assembly and the connecting assembly to simulate the whole solid vehicle, the impact assembly is constructed by the base and the impact piece to simulate the solid impact object, and the weight matching is realized by the counterweight assembly during the whole vehicle simulation, so that the requirement that the impact test of the front structure of the vehicle can be carried out only after the whole vehicle is assembled is avoided, the conditions required by the test and the assembly difficulty of the test article are reduced, and the material cost and the test period required by the test are correspondingly reduced.
The foregoing shows and describes the general principles and broad features of the present invention and advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the utility model as claimed. The scope of the utility model is defined by the appended claims and equivalents thereof.
Claims (10)
1. A collision test device suitable for a beam assembly of an automobile bumper comprises a device body and is characterized in that the device body comprises a bearing platform, a counterweight component, a connecting component, a collision component and a base,
the base is arranged on one side of the bearing table, and the impact piece is fixed on the base and positioned between the base and the bearing table;
the counterweight component is arranged on the table-board of the bearing table and is fixed on the table-board;
the rear end of the connecting assembly is connected with the bearing table, the front end of the connecting assembly is provided with a connecting part for connecting a beam assembly to be tested, and the connecting assembly is positioned between the impact piece and the bearing table;
an acceleration track is arranged below the bearing platform, the bearing platform is erected on the acceleration track and makes reciprocating linear motion on the acceleration track, and the base is located at the tail end of the acceleration track.
2. The crash test device for a bumper beam assembly of an automobile according to claim 1, wherein said connecting member comprises a first connecting plate and a connecting section steel,
the first connecting plate is vertically arranged, one side surface of the first connecting plate faces to the front side, the other side surface faces to the connecting section steel,
one end of the connecting section steel is connected with the bearing platform, the other end of the connecting section steel is connected with the first connecting plate, and a bolt hole is formed in the first connecting plate.
3. The crash test device for a bumper beam assembly of an automobile according to claim 2, wherein a mounting block is provided at a front end of said bearing table, said mounting block being connected to said connecting member through a front side surface thereof;
the connecting assembly comprises a second connecting plate which is vertically arranged, one side surface of the second connecting plate faces the bearing platform,
the second connecting plate is provided with a first through hole, and the front side surface of the mounting block is provided with a fastener hole.
4. The collision test device suitable for the automobile bumper beam assembly according to claim 3, wherein a first sliding groove is formed in the plate surface of the mounting plate, a first sliding block is arranged on the second connecting plate corresponding to the first sliding groove, and the first sliding block is clamped into the first sliding groove.
5. The collision test device suitable for the automobile bumper beam assembly according to any one of claims 1 to 4, wherein a fixing hole for fixing the counterweight component is formed in the table top of the bearing table, an internal thread is formed in the fixing hole, and a second through hole for allowing a fastener to penetrate into is formed in the counterweight component.
6. The collision test device suitable for the automobile bumper beam assembly according to any one of claims 1 to 4, wherein a positioning hole for positioning the counterweight component is formed in the table top of the bearing table, a positioning column is arranged on the lower surface of the counterweight component, and the positioning column is vertically arranged.
7. The collision test device suitable for the automobile bumper beam assembly according to any one of claims 1 to 4, wherein a second sliding groove for fixing the counterweight component is formed in the table top of the bearing table, and a second sliding block for being clamped into the second sliding groove is formed in the bottom surface of the counterweight component;
the setting direction of the second sliding chute is perpendicular to the length direction of the accelerating track.
8. The collision test device suitable for the automobile bumper beam assembly according to claim 5, wherein the base is provided with at least two connecting columns, any one of the connecting columns extends towards the bearing platform, a sleeve convenient to be sleeved with the connecting column is arranged on one side of the collision member facing the base, and the collision member is connected with the base through the sleeve and the connecting column.
9. The collision test device suitable for the automobile bumper beam assembly according to claim 6, wherein the base is provided with at least two connecting columns, any one of the connecting columns extends out towards the bearing platform, a sleeve convenient to be sleeved with the connecting column is arranged on one side, facing the base, of the collision piece, and the collision piece is connected with the base through the sleeve and the connecting column in a sleeved mode.
10. The collision test device suitable for the automobile bumper beam assembly according to claim 7, wherein the base is provided with at least two connecting columns, any one of the connecting columns extends out towards the bearing platform, a sleeve convenient to be sleeved with the connecting column is arranged on one side, facing the base, of the collision member, and the collision member is connected with the base through the sleeve and the connecting column in a sleeved mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121788683.3U CN215832970U (en) | 2021-08-03 | 2021-08-03 | Collision test device suitable for car bumper beam assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121788683.3U CN215832970U (en) | 2021-08-03 | 2021-08-03 | Collision test device suitable for car bumper beam assembly |
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| CN215832970U true CN215832970U (en) | 2022-02-15 |
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| CN202121788683.3U Active CN215832970U (en) | 2021-08-03 | 2021-08-03 | Collision test device suitable for car bumper beam assembly |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114636567A (en) * | 2022-03-08 | 2022-06-17 | 奇瑞汽车股份有限公司 | Collision device for automobile test |
-
2021
- 2021-08-03 CN CN202121788683.3U patent/CN215832970U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114636567A (en) * | 2022-03-08 | 2022-06-17 | 奇瑞汽车股份有限公司 | Collision device for automobile test |
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