CN216559744U - 25% small-offset collision suspension subsystem test platform - Google Patents
25% small-offset collision suspension subsystem test platform Download PDFInfo
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- CN216559744U CN216559744U CN202123296773.3U CN202123296773U CN216559744U CN 216559744 U CN216559744 U CN 216559744U CN 202123296773 U CN202123296773 U CN 202123296773U CN 216559744 U CN216559744 U CN 216559744U
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Abstract
The utility model relates to the technical field of automobile part testing, and particularly discloses a 25% small offset collision suspension subsystem testing platform, which comprises: the device comprises a trolley traction system, a collision trolley, a front-end obstacle avoidance force measurement wall and a test piece; the trolley traction system is used for driving the collision trolley to move along a preset route; the front-end obstacle-avoiding force-measuring wall is fixed on the traveling route of the collision trolley; the test piece comprises a Macpherson suspension and a wheel fixed on the Macpherson suspension; a suspension clamp is installed on one side, facing the front end, of the collision trolley, the suspension clamp is used for fixing the Macpherson suspension, a rear end force measuring wall is further installed on one side, facing the front end, of the collision trolley, and when the Macpherson suspension is fixed on the suspension clamp, wheels are in contact with the rear end force measuring wall. By adopting the technical scheme of the utility model, the failure conditions of the wheel and the adjacent connecting rods under 25% small offset collision can be tested.
Description
Technical Field
The utility model relates to the technical field of automobile part testing, in particular to a 25% small-bias collision suspension subsystem testing platform.
Background
When the automobile collides with the collision object in the front, the energy generated by the collision needs to be fully absorbed by the deformation of the main bearing structure at the front part of the automobile so as to protect the passengers on the automobile to the maximum extent. The anti-collision cross beam assembly and the cabin longitudinal beam in the traditional vehicle body structure are designed to be high enough to deal with the collision situation when the overlapping area of the vehicle and a collision object is large through reasonable strength. However, when the width of the overlapping area of the vehicle and the collided object is less than 25% of the width of the vehicle body, the anti-collision beam assembly and the cabin longitudinal beam cannot sufficiently participate in the collision process, and cannot achieve sufficient energy absorption and buffering effects, so that the passenger cabin is likely to be subjected to great collision force to generate unacceptable deformation, and the life safety of passengers is threatened.
Therefore, the american highway insurance association has formulated a frontal offset collision safety evaluation item (hereinafter referred to as "25% small offset collision") with a vehicle body speed of 64Km/h and a vehicle body-rigid barrier overlap area of 25%, and vehicles tested by the above evaluation item often have a large deformation of the passenger compartment caused by the impact of the chassis, wheels, and the cabin side beams, etc. acting on the passenger compartment without being effectively weakened because the impact cross beam and the cabin side beams do not sufficiently participate in collision energy absorption.
In order to obtain more data aiming at the dynamic response of the wheel and the failure separation of the nearby connecting rod in 25% small offset collision, special tests are needed to be carried out on the failure conditions of the wheel and the nearby connecting rod so as to provide more information for vehicle development and provide a better structural improvement direction for the development of 25% small offset working conditions of a vehicle type.
Therefore, there is a need for a 25% low offset crash suspension subsystem test platform that tests for wheel and nearby connecting rod failure in a 25% low offset crash.
SUMMERY OF THE UTILITY MODEL
The utility model provides a 25% small offset collision suspension subsystem test platform which can test the failure conditions of wheels and nearby connecting rods under 25% small offset collision.
In order to solve the technical problem, the present application provides the following technical solutions:
a 25% small offset crash suspension subsystem test platform comprising:
the device comprises a trolley traction system, a collision trolley, a front-end obstacle avoidance force measurement wall and a test piece;
the trolley traction system is used for driving the collision trolley to move along a preset route;
the front-end obstacle-avoiding force-measuring wall is fixed on the traveling route of the collision trolley;
the test piece comprises a Macpherson suspension and a wheel fixed on the Macpherson suspension;
a suspension clamp is installed on one side, facing the front end, of the collision trolley, the suspension clamp is used for fixing the Macpherson suspension, a rear end force measuring wall is further installed on one side, facing the front end, of the collision trolley, and when the Macpherson suspension is fixed on the suspension clamp, wheels are in contact with the rear end force measuring wall.
The basic scheme principle and the beneficial effects are as follows:
during testing, the trolley traction system drives the collision trolley to move towards the front end obstacle avoidance force measurement wall, so that the wheels collide with the front end obstacle avoidance force measurement wall. By collision, the failure of the wheel and nearby tie rods at a 25% small offset collision is reproduced, and secondly the load level required to disengage the impact side wheel can also be assessed. This scheme can effectively reduce whole car small offset test number of times, compares with whole car small offset test, and McPherson suspension and wheel fully expose, catch wheel dynamic response more easily and near the connecting rod condition of inefficacy, can provide abundanter test result and data for the motorcycle type development to support more excellent structure solution.
The data measured by the front-end obstacle avoidance force measuring wall and the rear-end force measuring wall are convenient for optimizing the path and proportion of force transmission subsequently, and support is provided for the design of the whole impact side door frame system. The mechanical property of the rim of the wheel under high-speed impact, the matching of the rim and a door ring system and the like can be tested.
Furthermore, the collision trolley also comprises a trolley body and a bearing base, wherein the bearing base is fixed at the front part of the trolley body, and the suspension clamp is fixed on the bearing base; the suspension clamp is bilaterally symmetrical and comprises a mounting bracket, at least two suspension fixing arms and at least two damping fixing arms; the bottom of installing support and bearing base fixed connection, the suspension fixed arm is fixed respectively in the middle part of installing support both sides, and the top at installing support both sides is fixed respectively to the shock attenuation fixed arm.
During the test, fix the bottom of McPherson suspension on bearing the base, with the middle part and the suspension fixed arm fixed connection of McPherson suspension, with the top fixed connection of shock attenuation fixed arm and McPherson suspension. Suspension anchor clamps in this scheme can carry out firm fixed to macpherson suspension, avoids its not hard up condition to appear in the test. Because suspension anchor clamps bilateral symmetry can be according to the needs of testing, fixes the McPherson suspension on vehicle left side or the McPherson suspension on right side, and adaptability is good.
Furthermore, the number of the rear force measuring walls is two, and the rear force measuring walls are vertically and symmetrically fixed on the front portion of the trolley body.
Further, rear end dynamometry wall includes first mount pad and a plurality of first force sensor and a plurality of first baffle, and first force sensor is cylindric, and first force sensor's rear end and first mount pad fixed connection, first force sensor's front end and first baffle fixed connection, and after the Macpherson suspension was fixed on the suspension anchor clamps, the wheel contacted with first baffle.
By arranging a plurality of first force sensors, data after collision can be fully collected.
Further, the front end obstacle avoidance force measurement wall comprises a force measurement wall body and a fixed bracket,
the fixed bolster includes the crossbearer part, the sloping frame part and erects the frame part, the crossbearer part is fixed subaerial, the one end and the dynamometry wall body fixed connection of the crossing frame part towards collision platform truck, the quantity of sloping frame part is two at least, the symmetry sets up in the both sides of crossing frame part, the one end of sloping frame part and the side fixed connection of crossing frame part, the other end and the ground fixed connection of sloping frame part, the quantity of erecting the frame part is two at least, the top of erecting the frame and the middle part fixed connection of sloping frame part, the bottom and the ground fixed connection of erecting the frame.
Through the fixed bolster, can stabilize the support to the dynamometry wall body, avoid the dynamometry wall body to produce the displacement when the striking.
The device further comprises a speed reducing mechanism, wherein the speed reducing mechanism comprises a fixed seat, a speed reducing rod and a speed reducing strip, the fixed seat and the speed reducing seat are positioned on one side of the obstacle avoidance force measuring wall, the fixed seat is fixedly connected with the ground, and the rear end of the speed reducing seat is fixedly connected with the front end of the fixed seat; the side level of speed reduction seat is opened has a plurality of first through-holes, and the front end level of speed reduction seat is opened has the second through-hole, and the second through-hole is located the coplanar with first through-hole, and the first through-hole of second through-hole intercommunication, and in the speed reduction strip transversely inserted first through-hole, the front end at the platform truck body is fixed to the speed reduction stick, and the speed reduction stick can insert in the second through-hole.
After the test piece collides with the front-end obstacle-avoiding force-measuring wall, the collision trolley can continue to move forwards, the speed-reducing rod is inserted into the second through hole and contacts with the speed-reducing strip, and the speed of the collision trolley is reduced by the stop of the speed-reducing strip.
Drawings
FIG. 1 is a top view of a 25% small offset bump suspension subsystem test platform;
FIG. 2 is a partial schematic view of the crash cart;
fig. 3 is a schematic diagram of the front-end obstacle-avoiding force-measuring wall and the speed-reducing mechanism.
Detailed Description
The following is further detailed by way of specific embodiments:
the reference numbers in the drawings of the specification include: macpherson suspension 1, wheel 2, platform truck body 3, suspension anchor clamps 4, load-bearing base 5, rear end dynamometry wall 6, installing support 7, suspension fixed arm 8, shock attenuation fixed arm 9, first mount pad 10, first force sensor 11, first baffle 12, crossbearer portion 13, sloping frame portion 14, erects frame portion 15, second mount pad 16, second force sensor 17, second baffle 18, fixing base 19, speed reduction seat 20, speed reduction stick 21, first through-hole 22, second through-hole 23, deceleration strip 24.
Examples
As shown in fig. 1, the 25% small offset collision suspension subsystem test platform of the present embodiment includes a trolley traction system, a collision trolley, a front-end obstacle-avoiding force-measuring wall, a speed-reducing mechanism, and a test piece.
The test piece includes a macpherson suspension 1, and a wheel 2 fixed to the macpherson suspension 1.
The trolley traction system is used for driving the collision trolley to move along a preset route; the trolley traction system can be an existing collision traction system.
The collision trolley comprises a trolley body 3, a suspension clamp 4, a bearing base 5 and a rear-end force measuring wall 6, wherein the bearing base 5 is fixed at the front part of the trolley body 3. The suspension clamp 4 is fixed on the load-bearing base 5. In this embodiment, the carriage body 3 includes a chassis and four wheels mounted on the chassis. The trolley traction system pulls the chassis of the trolley body 3, and the purpose of traction is integrally realized.
As shown in fig. 2, the suspension clamp 4 is bilaterally symmetrical and includes a mounting bracket 7, a suspension fixing arm 8 and a shock-absorbing fixing arm 9; the bottom of installing support 7 and bear base 5 fixed connection, the quantity of suspension fixed arm 8 is four, and the middle part of the both sides of installing support 7 is respectively fixed two. The quantity of shock attenuation fixed arm 9 is 2, fixes respectively at the top of installing support 7 both sides.
The rear end dynamometry walls 6 are two in number and are vertically and symmetrically fixed at the front part of the trolley body 3, and when the Macpherson suspension 1 is fixed on the collision trolley, the wheels 2 and the rear ends can be in contact with the dynamometry walls.
In this embodiment, the rear force measuring wall 6 includes a first mounting seat 10, a plurality of first force sensors 11 and a plurality of first baffles 12, the first force sensors 11 are cylindrical, the rear ends of the first force sensors 11 are fixedly connected with the first mounting seat 10, and the front ends of the first force sensors 11 are fixedly connected with the first baffles 12.
As shown in fig. 3, the front-end obstacle-avoiding force-measuring wall is located on the traveling path of the collision trolley, and includes a force-measuring wall body and a fixing bracket.
The fixing support comprises a transverse frame part 13, an inclined frame part 14 and a vertical frame part 15, the transverse frame part 13 is fixed on the ground, and one end, facing the collision trolley, of the transverse frame part 13 is fixedly connected with the force measuring wall body. In this embodiment, the cross frame portion 13 is composed of 3 vertically stacked cross frame single bodies, and the cross frame single bodies are fixedly connected with each other. The number of the inclined frame parts 14 is two, and the inclined frame parts are symmetrically arranged on two sides of the transverse frame part 13. One end of the inclined frame part 14 is fixedly connected with the side surface of the transverse frame part 13, and the other end of the inclined frame part 14 is fixedly connected with the ground. The number of the vertical frame portions 15 is two, and the two vertical frame portions are connected to the two inclined frame portions 14, respectively. Specifically, the top end of the vertical frame is fixedly connected with the middle part of the inclined frame part 14, and the bottom end of the vertical frame is fixedly connected with the ground.
In this embodiment, the force measuring wall body includes a second mounting seat 16, a plurality of second force sensors 17 and a plurality of second baffles 18, the second force sensors 17 are cylindrical, one end of the second force sensors 17 far away from the crash trolley is fixedly connected with one side of the second mounting seat 16, and one end of the first force sensors 11 facing the crash trolley is fixedly connected with the first baffles 12. The other side of the second mounting seat 16 is fixedly connected to an end of the cross member portion 13 facing the crash cart.
The speed reducing mechanism comprises a fixed seat 19, a speed reducing seat 20 and a speed reducing rod 21. The fixed seat 19 and the speed reducing seat 20 are positioned on one side of the obstacle avoidance force measurement wall.
The fixed seat 19 is fixedly connected with the ground, and the rear end of the speed reducing seat 20 is fixedly connected with the front end of the fixed seat 19. The side of the speed reducing seat 20 is horizontally provided with a plurality of first through holes 22, and the intervals between the first through holes 22 are equal. The front end of the speed reducing seat 20 is horizontally provided with a second through hole 23, the second through hole 23 and the first through hole 22 are located on the same plane, and the second through hole 23 is communicated with the first through hole 22. And a deceleration strip 24, wherein the deceleration strip 24 is transversely inserted into the first through hole 22. In this embodiment, the deceleration strip 24 is a steel bar. The deceleration rod 21 is fixed to the front end of the carriage body 3, and the deceleration rod 21 can be inserted into the second through hole 23.
During the test, pass through the bolt fastening with the bottom of McPherson suspension 1 on bearing base 5, with McPherson suspension 1's middle part and suspension fixed arm 8 fixed connection, with the top fixed connection of shock attenuation fixed arm 9 and McPherson suspension 1. Suspension anchor clamps 4 in this scheme can carry out firm fixed to macpherson suspension 1, avoids its not hard up condition to appear in the test. Because suspension anchor clamps 4 bilateral symmetry can be according to the needs of testing, fix McPherson suspension 1 on the left side of vehicle or McPherson suspension 1 on right side, and the adaptability is good.
The trolley traction system drives the collision trolley to move towards the front end obstacle avoidance force measurement wall, so that the wheels 2 collide with the front end obstacle avoidance force measurement wall. Data are measured by the first force sensor 11 and the second force sensor 17 in the front-end obstacle avoidance force measuring wall and the rear-end force measuring wall 6, so that the subsequent path and proportion of force transmission are optimized, and the design of the whole impact side door frame system is supported. And the mechanical property of the rim of the wheel 2 under high-speed impact, the matching of the rim and a door ring system and the like can be tested.
After the test piece collides with the front-end obstacle-avoiding force-measuring wall, the collision trolley can continue to move forwards, the speed-reducing rod 21 is inserted into the second through hole 23, the speed-reducing rod 21 is in contact with the speed-reducing strip 24, and the speed of the collision trolley is reduced by the blocking of the speed-reducing strip 24.
The above are only examples of the present invention, and the present invention is not limited to the field related to this embodiment, and the common general knowledge of the known specific structures and characteristics in the schemes is not described herein too much, and those skilled in the art can know the general technical knowledge of the technical field of the present invention before the application date or the priority date, can know all the prior art in this field, and have the ability to apply the conventional experimental means before this date, and those skilled in the art can combine their own abilities to complete and implement the scheme, and some typical known structures or known methods should not become obstacles for those skilled in the art to implement the present application. It should be noted that, for those skilled in the art, without departing from the structure of the present invention, several changes and modifications can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicability of the patent. The scope of the claims of the present application shall be determined by the contents of the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents of the claims.
Claims (6)
1. A25% small offset collision suspension subsystem test platform comprises a trolley traction system, and is characterized by also comprising a collision trolley, a front end obstacle avoidance force measurement wall and a test piece;
the trolley traction system is used for driving the collision trolley to move along a preset route;
the front-end obstacle-avoiding force-measuring wall is fixed on the traveling route of the collision trolley;
the test piece comprises a Macpherson suspension and a wheel fixed on the Macpherson suspension;
a suspension clamp is installed on one side, facing the front end, of the collision trolley, the suspension clamp is used for fixing the Macpherson suspension, a rear end force measuring wall is further installed on one side, facing the front end, of the collision trolley, and when the Macpherson suspension is fixed on the suspension clamp, wheels are in contact with the rear end force measuring wall.
2. The 25% small offset bump suspension subsystem test platform of claim 1, wherein: the collision trolley also comprises a trolley body and a bearing base, wherein the bearing base is fixed at the front part of the trolley body, and the suspension clamp is fixed on the bearing base; the suspension clamp is bilaterally symmetrical and comprises a mounting bracket, at least two suspension fixing arms and at least two damping fixing arms; the bottom of installing support and bearing base fixed connection, the suspension fixed arm is fixed respectively in the middle part of installing support both sides, and the top at installing support both sides is fixed respectively to the shock attenuation fixed arm.
3. The 25% small offset bump suspension subsystem test platform of claim 2, wherein: the number of the rear force measuring walls is two, and the two rear force measuring walls are vertically and symmetrically fixed on the front portion of the trolley body.
4. The 25% small offset bump suspension subsystem test platform of claim 3, wherein: the rear end dynamometry wall includes first mount pad and a plurality of first force sensor and a plurality of first baffle, and first force sensor is cylindric, and first force sensor's rear end and first mount pad fixed connection, first force sensor's front end and first baffle fixed connection, and when McPherson suspension fixed on the suspension anchor clamps after, the wheel contacts with first baffle.
5. The 25% small offset bump suspension subsystem test platform of claim 1, wherein: the front-end obstacle-avoiding force-measuring wall comprises a force-measuring wall body and a fixed bracket,
the fixed bolster includes the crossbearer part, the sloping frame part and erects the frame part, the crossbearer part is fixed subaerial, the one end and the dynamometry wall body fixed connection of the crossing frame part towards collision platform truck, the quantity of sloping frame part is two at least, the symmetry sets up in the both sides of crossing frame part, the one end of sloping frame part and the side fixed connection of crossing frame part, the other end and the ground fixed connection of sloping frame part, the quantity of erecting the frame part is two at least, the top of erecting the frame and the middle part fixed connection of sloping frame part, the bottom and the ground fixed connection of erecting the frame.
6. The 25% small offset bump suspension subsystem test platform of claim 1, wherein: the device also comprises a speed reducing mechanism, wherein the speed reducing mechanism comprises a fixed seat, a speed reducing rod and a speed reducing strip, the fixed seat and the speed reducing seat are positioned on one side of the obstacle avoidance force measuring wall, the fixed seat is fixedly connected with the ground, and the rear end of the speed reducing seat is fixedly connected with the front end of the fixed seat; the side level of speed reduction seat is opened has a plurality of first through-holes, and the front end level of speed reduction seat is opened has the second through-hole, and the second through-hole is located the coplanar with first through-hole, and the first through-hole of second through-hole intercommunication, and in the speed reduction strip transversely inserted first through-hole, the front end at the platform truck body is fixed to the speed reduction stick, and the speed reduction stick can insert in the second through-hole.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123296773.3U CN216559744U (en) | 2021-12-24 | 2021-12-24 | 25% small-offset collision suspension subsystem test platform |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123296773.3U CN216559744U (en) | 2021-12-24 | 2021-12-24 | 25% small-offset collision suspension subsystem test platform |
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| CN216559744U true CN216559744U (en) | 2022-05-17 |
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| CN202123296773.3U Active CN216559744U (en) | 2021-12-24 | 2021-12-24 | 25% small-offset collision suspension subsystem test platform |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116990038A (en) * | 2023-07-31 | 2023-11-03 | 中国汽车工程研究院股份有限公司 | Automobile collision trolley with front and rear loading and experimental method |
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2021
- 2021-12-24 CN CN202123296773.3U patent/CN216559744U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116990038A (en) * | 2023-07-31 | 2023-11-03 | 中国汽车工程研究院股份有限公司 | Automobile collision trolley with front and rear loading and experimental method |
| CN116990038B (en) * | 2023-07-31 | 2024-05-31 | 中国汽车工程研究院股份有限公司 | Automobile collision trolley with front and rear loading and experimental method |
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Effective date of registration: 20230103 Address after: No.9 Jinyu Avenue, new North District, Chongqing Patentee after: China Automotive Engineering Research Institute Co.,Ltd. Patentee after: China Academy of Automobile Technology Co.,Ltd. Address before: No.9 Jinyu Avenue, new North District, Chongqing Patentee before: China Automotive Engineering Research Institute Co.,Ltd. |