CN217006374U

CN217006374U - 25% small offset collision suspension and wheel subsystem trolley test equipment

Info

Publication number: CN217006374U
Application number: CN202220881075.5U
Authority: CN
Inventors: 何恩泽; 史爱民; 王国杰; 赵清江; 余海龙; 刘明; 徐伟涛; 张勇; 宋亚蓝
Original assignee: China Automotive Engineering Research Institute Co Ltd
Current assignee: China Automotive Engineering Research Institute Co Ltd
Priority date: 2022-04-14
Filing date: 2022-04-14
Publication date: 2022-07-19
Anticipated expiration: 2032-04-14

Abstract

The utility model relates to the technical field of automobile part testing, and particularly discloses a trolley testing device for a 25% small offset collision suspension and wheel subsystem, which comprises a collision trolley, a front end force measuring wall and a speed reducing mechanism, wherein the speed reducing mechanism comprises a speed reducing mechanism body and a guide mechanism; the front-end force measuring wall comprises a support truss and a force measuring wall body; the wall also comprises a rigid barrier wall, a first reinforcing beam and a second reinforcing beam; the speed reducing mechanism body and the support truss are connected with the rigid barrier wall; one end of the first reinforcing beam is connected with the rigid barrier wall, and the other end of the first reinforcing beam is connected with the top of the guide mechanism; one end of the second stiffening beam is connected with the rigid barrier wall, and the other end of the second stiffening beam is connected with the top of the support truss. By adopting the technical scheme of the utility model, the stability of the front-end force measuring wall under the impact of a large load can be improved, and the problems of vertical jump or horizontal swing and the like are avoided; and meanwhile, stable guiding is realized for the collision trolley after free release.

Description

25% small offset collision suspension and wheel subsystem trolley test equipment

Technical Field

The utility model relates to the technical field of automobile part testing, in particular to a trolley testing device for a 25% small offset collision suspension and wheel subsystem.

Background

When the automobile and the obstacle have a frontal collision, 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 can cope with the collision situation when the overlapping area of the vehicle and the obstacle is large in a certain speed through reasonable strength design. However, when the vehicle overlaps an obstacle by less than 25% of the width of the vehicle body, the cross-member assembly and the cabin side members cannot sufficiently participate in such a collision process, and cannot achieve a sufficient energy absorption and buffering effect, which may cause the passenger cabin to be subjected to a large collision force to deform unacceptably, thereby threatening the life safety of passengers.

Therefore, the safety index of the Chinese insurance automobile sets a front offset collision safety evaluation item (hereinafter referred to as '25% small offset collision') with a collision speed of 64.4Km/h and a vehicle body and rigid barrier overlapping rate of 25%, and in a 25% small offset collision real vehicle test, due to the limitations of a visual field, instruments, test convenience and sample vehicle cost, test data related to dynamic response of wheels on an impact side and chassis failure are difficult to capture by the instruments in detail.

In order to obtain more test data aiming at dynamic response and failure separation phenomena of a suspension and a wheel subsystem in a 25% small-offset collision test, the failure conditions of the suspension and the wheel subsystem need to be specially tested, and a better structural improvement direction is provided for the development of a 25% small-offset working condition of a vehicle type. For this purpose, the applicant proposes a 25% small offset collision suspension subsystem test platform, which can perform a 25% small offset collision test on a test piece comprising a suspension and a wheel subsystem.

However, in the collision test, the collision of the collision trolley can generate huge impact on the front end force measuring wall and the speed reducing mechanism, and how to improve the stability of the front end force measuring wall and the speed reducing mechanism in the collision becomes a problem to be solved.

SUMMERY OF THE UTILITY MODEL

The utility model provides a trolley test device for a 25% small offset collision suspension and wheel subsystem, which can effectively improve the stability of a front end force measuring wall and a speed reducing mechanism in a test.

In order to solve the technical problem, the present application provides the following technical solutions:

a trolley test device for a 25% small-offset collision suspension and wheel subsystem comprises a collision trolley, a front-end force measurement wall and a speed reduction mechanism, wherein a guide speed reduction plate is fixed at the front end of the collision trolley; the speed reducing mechanism comprises a speed reducing mechanism body and a guide mechanism which are fixedly connected; the front-end force measuring wall comprises a support truss and a force measuring wall body which are fixedly connected; the wall also comprises a rigid barrier wall, a first reinforcing beam and a second reinforcing beam; the rigid barrier wall is vertically fixed in the advancing direction of the collision trolley, one end of the speed reducing mechanism body, which is far away from the guide mechanism, and one ends of the support trusses, which are far away from the force measuring wall body, are connected with the rigid barrier wall; one end of the first reinforcing beam is connected with the rigid barrier wall, and the other end of the first reinforcing beam is connected with the top of the guide mechanism; one end of the second stiffening beam is connected with the rigid barrier wall, and the other end of the second stiffening beam is connected with the top of the support truss.

The basic scheme principle and the beneficial effects are as follows:

since the impact force upon collision with the truck is very large and the truck is in a free state at the time of impact, if the front-end dynamometric wall and the speed reducing mechanism are not stably fixed, the X, Y, Z axis direction deviation is easily generated. In the scheme, the speed reducing mechanism and the front-end force measuring wall are respectively hoisted on the rigid barrier wall through the first reinforcing beam and the second reinforcing beam, and when collision occurs, the collision force is transmitted to the rigid barrier wall through the speed reducing mechanism and the front-end force measuring wall and is absorbed by the rigid barrier wall. If reduction gears and front end dynamometry wall are only fixed subaerial, and reduction gears and front end dynamometry wall atress direction have the contained angle with fixed direction, collide for a long time the back, cause not hard up easily, this scheme is because the rigidity barrier wall is on the route of marcing of collision platform truck, and the power that reduction gears and front end dynamometry wall received directly transmits the rigidity barrier wall along the straight line, is difficult to produce extra displacement. Simultaneously, the front-end force measuring wall and the speed reducing mechanism are reinforced through the first reinforcing beam and the second reinforcing beam, the front-end force measuring wall and the speed reducing mechanism can also swing transversely and in pitching when collision is avoided, and the speed reducing mechanism and the front-end force measuring wall are better in stability when being impacted. The support truss may function to receive the impact of the wheel. After the collision trolley achieves that the test speed is freely released under the action of the traction system, the stable guiding effect can be achieved on the collision trolley by inserting the guiding speed reducing plate into the guiding mechanism. During collision, a large amount of fragments are easily generated by the suspension and the wheel subsystem, and the rigid barrier wall can also play a role in preventing the fragments from being diffused.

Furthermore, a plurality of mounting grooves are horizontally opened on the surface of one side, facing the collision trolley, of the rigid barrier wall; the longitudinal section of the mounting groove is T-shaped and comprises an inner cavity and an outer cavity, and the volume of the inner cavity is larger than that of the outer cavity;

the rigid barrier wall further comprises a first connecting plate and a second connecting plate which are positioned on the surface of the rigid barrier wall, and a plurality of strip-shaped through holes are formed in the surfaces of the first connecting plate and the second connecting plate;

one end of the first reinforcing beam is fixedly connected with the first connecting plate, and one end of the second reinforcing beam is fixedly connected with the second connecting plate.

The first connecting plate and the second connecting plate can be stably fixed on the rigid barrier wall by placing the nuts into the inner cavity and then using the bolts to penetrate through the strip-shaped through holes to be in threaded connection with the nuts in the mounting grooves. Meanwhile, the positions of the speed reducing mechanism and the front-end force measuring wall can be transversely adjusted according to actual test conditions. For example, the adjustment deceleration mechanism is placed to the left of the front loadwall or to the right of the front loadwall depending on the different positions of the suspension and wheel subsystems on the test trolley.

Further, the device also comprises a third reinforcing beam, a fourth reinforcing beam, a fifth reinforcing beam and a sixth reinforcing beam;

one end of the third reinforcing beam is fixedly connected with the first reinforcing beam, and the other end of the third reinforcing beam is fixedly connected with the top of the speed reducing mechanism body; one end of the fourth reinforcing beam is fixedly connected with the third reinforcing beam, and the other end of the fourth reinforcing beam is fixedly connected with the first connecting plate;

one end of the fifth reinforcing beam is fixedly connected with the second reinforcing beam, and the other end of the fifth reinforcing beam is fixedly connected with the top of the supporting truss; one end of the sixth reinforcing beam is fixedly connected with the fifth reinforcing beam, and the other end of the sixth reinforcing beam is fixedly connected with the second connecting plate.

The third reinforcing beam and the fourth reinforcing beam can reinforce the support of the speed reducing mechanism, and the fifth reinforcing beam and the sixth reinforcing beam can reinforce the support of the front-end force measuring wall.

Furthermore, the upper surfaces of the first reinforcing beam and the second reinforcing beam are fixedly connected with a plurality of hoisting blocks, and hoisting holes are formed in the hoisting blocks.

The hoisting equipment can be connected with the hoisting hole, and hoisting work is conveniently carried out.

Further, the collision trolley comprises a trolley body, two mounting platforms, a test piece mounting mechanism and a rear-end force measuring wall;

the two mounting platforms are respectively fixed on two sides of the middle part of the trolley body;

the rear end force measuring wall is fixed on the mounting platform on one side corresponding to the front end force measuring wall;

the test piece mounting mechanism is fixed at the front part of the trolley body.

Through setting up mounting platform, can be convenient for fix rear end dynamometry wall, after the fixed rear end dynamometry wall of mounting platform of one side, the mounting platform of the other end can also be used for placing the balancing weight, makes the weight balance of platform truck body both sides.

Further, the test piece mounting mechanism comprises a bearing base and a suspension clamp;

the bearing base is fixed at the front part of the trolley body,

the suspension clamp comprises a bottom plate, a vertical plate, a supporting plate, a fixing plate, a first clamping arm and a second clamping arm;

the bottom plate is fixedly connected with the top of the bearing base, the lower end of the vertical plate is fixedly connected with the edge of the bottom plate, the support plate is a right-angled triangle and is vertically arranged, and the two right-angled edges are respectively fixedly connected with the bottom plate and the vertical plate;

the fixing plate, the first clamping arm and the second clamping arm are all fixed on one side, far away from the supporting plate, of the vertical plate; the fixing plate is positioned between the first clamping arm and the second clamping arm;

the end part of the fixed plate is semicircular, a first connecting hole is formed in the circle center, and a plurality of second connecting holes are formed in the circumferential direction of the first connecting hole;

first centre gripping arm and second centre gripping arm all include two grip blocks, and the tip of two grip blocks has all opened the third connecting hole.

Such as a conventional double wishbone suspension, typically includes shock absorbing, upper wishbone, lower wishbone, sub-frame, and the like. Through setting up the bearing base, can raise the height, make fixed plate, first centre gripping arm, second centre gripping arm can match the shock attenuation of suspension and go up the height of yoke. And then, bolts penetrate through the first connecting holes and the second connecting holes in the fixing plate and are connected with the top of the shock absorber, the bolts respectively penetrate through the third connecting holes of the first clamping arm and the second clamping arm and are fixedly connected with the two end parts of the corresponding upper fork arm, and the upper half part of the suspension is fixed on the whole. After setting up first fixed part, the first fixed column of first fixed part can pass original hole on the sub vehicle frame, prevents that the sub vehicle frame from removing on the horizontal direction, realizes the fixed to the sub vehicle frame, and on the whole, the lower half of suspension is also fixed.

Further, the bearing base comprises a first mounting plate and a fixed bracket for supporting the first mounting plate; one end of the fixed support is fixedly connected with the trolley body, and the other end of the fixed support is fixedly connected with the first mounting plate;

the first mounting plate is provided with a plurality of first mounting holes which are distributed in a matrix manner;

the bottom plate is provided with a plurality of second mounting holes matched with the first mounting holes for use.

The relative position of suspension that the bottom plate can be fixed as required regulation and first mounting panel, then reuse bolt passes first mounting hole and second mounting hole and realizes fixing, and is better to the adaptability of different suspensions.

Further, the suspension clamp further includes a first fixing portion and a second fixing portion;

the first fixing part comprises a first fixing column and a first fixing base, and the first fixing column is vertically fixed on the first fixing base;

the second fixing part comprises a second fixing column and a second fixing base; the second fixing column is vertically fixed on the second fixing seat;

a second mounting plate is fixed on the front part of the trolley body and is positioned below the first mounting plate;

a plurality of third mounting holes are formed in the second mounting plate and distributed in a matrix manner;

a plurality of fourth mounting holes matched with the third mounting holes are formed in the first fixing seat and the second fixing seat;

the third mounting hole is connected with the fourth mounting hole through a bolt.

After the second mounting plate is arranged, the positions of the first fixing portion and the second fixing portion are adjusted through the auxiliary frame of the suspension frame which can be fixed according to needs, and then the third mounting hole is connected with the fourth mounting hole through bolts. Set up the second fixed part, compare with only adopting first fixed part, can fix the both ends of sub vehicle frame, fixed effect is better.

In addition, a hole can be drilled in the auxiliary frame, the drilled hole is matched with the third mounting hole, and a bolt penetrates through the drilled hole and the third mounting hole to further fix the auxiliary frame. Furthermore, the data of the drilling can be set according to actual conditions.

Further, the test piece mounting mechanism further comprises a wheel supporting plate, one end of the wheel supporting plate is fixed on the bottom surface of the front portion of the trolley body, and the other end of the wheel supporting plate extends out of the trolley body.

After the suspension is fixed, the wheels connected with the suspension can be supported by the wheel supporting plate to avoid contacting with the ground. The angle of the wheels can be adjusted when the wheels are off the ground, so that the angle is controllable when the wheels collide. To verify the effect of hitting the wheel from different angles.

Furthermore, the collision trolley also comprises two supporting beams, the two supporting beams correspond to the two mounting platforms respectively, one end of each supporting beam is fixedly connected with the side face of the corresponding mounting platform, and the other end of each supporting beam is fixedly connected with the side face of the trolley body.

The mounting platform can be reinforced by the support beam.

Drawings

FIG. 1 is an isometric view from the left of a 25% small offset crash suspension and wheel subsystem trolley test rig of an embodiment;

FIG. 2 is an enlarged view of a portion A of FIG. 1;

FIG. 3 is a right side isometric view of a 25% low offset crash suspension and wheel subsystem trolley test rig of an embodiment;

FIG. 4 is a partial enlarged view of portion B of FIG. 3;

FIG. 5 is a schematic structural view of a reduction mechanism according to a second embodiment;

FIG. 6 is a schematic structural diagram of a mounting rack according to a second embodiment;

FIG. 7 is a structural diagram of a second embodiment of a multiple friction plate structure;

FIG. 8 is a schematic structural view of the multi-friction plate structure according to the second embodiment after assembly;

fig. 9 is a schematic structural view of a guide frame and a guide cylinder in the second embodiment.

Detailed Description

The following is further detailed by way of specific embodiments:

the reference numbers in the drawings of the specification include: the crash trolley comprises a crash trolley 1, a front end force measuring wall 2, a speed reducing mechanism 3, a rigid barrier wall 4, a first reinforcing beam 5, a second reinforcing beam 6, a third reinforcing beam 7, a fourth reinforcing beam 8, a fifth reinforcing beam 9, a sixth reinforcing beam 10, a mounting groove 11, a first connecting plate 12, a second connecting plate 13, a third connecting plate 14, a fourth connecting plate 15, a strip-shaped through hole 16, a hoisting block 17, a trolley body 18, a mounting platform 19, a wheel 20, a rear end force measuring wall 21, a guide speed reducing plate 22, a supporting beam 23, a bearing base 24, a suspension clamp 25, a wheel supporting plate 26, a first mounting plate 27, a fixing bracket 28, a first mounting hole 29, a bottom plate 30, a vertical plate 31, a supporting plate 32, a fixing plate 33, a first clamping arm 34, a second clamping arm 35, a first connecting hole 36, a second connecting hole 37, a clamping plate 38, a third connecting hole 39, a first fixing column 40, a first fixing base 41, a second reinforcing beam 15, a strip-shaped through hole 16, a lifting block-shaped through hole 17, a lifting block-shaped through hole 23, a lifting block-shaped through hole, a lifting block-shaped support plate, a lifting block-shaped support, a lifting block, a, The brake pad comprises a second fixing column 42, a second fixing base 43, a second mounting plate 44, a third mounting hole 45, a mounting frame 46, a speed reduction frame 47, a guide frame 48, a mounting reinforcing rib 49, a first friction body 50, a second friction body 51, a brake pad 52, a blocking part 53, a limiting block 54, a reinforcing part 55, a buffer block 56, a first guide strip 57, a second guide strip 58, an oil cylinder 59, a cross rod 60, a strip-shaped hole 61, a return spring 62, a guide mechanism 63, an opening 64 and a guide reinforcing rib 65.

Example one

As shown in fig. 1, the trolley test equipment for a 25% small offset crash suspension and wheel subsystem according to the embodiment includes a crash trolley 1, a front end force measuring wall 2, a speed reducing mechanism 3, a rigid barrier wall 4, a first reinforcing beam 5, a second reinforcing beam 6, a third reinforcing beam 7, a fourth reinforcing beam 8, a fifth reinforcing beam 9, and a sixth reinforcing beam 10.

As shown in fig. 2, the rigid barrier wall 4 is vertically fixed in the advancing direction of the collision trolley 1, and a plurality of mounting grooves 11 are horizontally arranged on the surface of one side of the rigid barrier wall 4 facing the collision trolley 1; the mounting grooves 11 are arranged indirectly. The longitudinal section of the mounting groove 11 is T-shaped and comprises an inner cavity and an outer cavity, and the volume of the inner cavity is larger than that of the outer cavity;

still including being located the first connecting plate 12, second connecting plate 13, third connecting plate 14 and the fourth connecting plate 15 on rigid barrier wall 4 surface, a plurality of and mounting groove 11 complex bar through-hole 16 have all been opened on the surface of first connecting plate 12, second connecting plate 13, third connecting plate 14 and fourth connecting plate 15.

The speed reducing mechanism 3 comprises a speed reducing mechanism body and a guide mechanism 63 which are fixedly connected; the front-end force measuring wall 2 comprises a support truss and a force measuring wall body which are fixedly connected; one end of the speed reducing mechanism body, which is far away from the guide mechanism, is fixedly connected with a third connecting plate 14; one end of the support truss, which is far away from the force measuring wall body, is fixedly connected with a fourth connecting plate 15.

The first reinforcing beam 5 is obliquely arranged, one end of the first reinforcing beam 5 is fixedly connected with the first connecting plate 12, the second reinforcing beam 6 is obliquely arranged, and one end of the second reinforcing beam 6 is fixedly connected with the second connecting plate 13; the other end of the first reinforcing beam 5 is fixedly connected with the top of the guide mechanism 63; the other end of the second stiffening beam 6 is fixedly connected with the top of the support truss.

The third reinforcing beam 7 is vertically arranged, one end of the third reinforcing beam 7 is fixedly connected with the middle part of the first reinforcing beam 5, and the other end of the third reinforcing beam 7 is fixedly connected with the top of the speed reducing mechanism body; the fourth reinforcing beam 8 is obliquely arranged, one end of the fourth reinforcing beam 8 is fixedly connected with the middle part of the third reinforcing beam 7, and the other end of the fourth reinforcing beam 8 is fixedly connected with the first connecting plate 12;

the fifth reinforcing beam 9 is vertically arranged, one end of the fifth reinforcing beam 9 is fixedly connected with the middle part of the second reinforcing beam 6, and the other end of the fifth reinforcing beam 9 is fixedly connected with the top of the supporting truss; the sixth reinforcing beam 10 is obliquely arranged, one end of the sixth reinforcing beam 10 is fixedly connected with the middle part of the fifth reinforcing beam 9, and the other end of the sixth reinforcing beam 10 is fixedly connected with the second connecting plate 13.

The mounting groove 11 and the strip-shaped through hole 16 are connected through a bolt and a nut. Specifically, a nut is placed in the inner cavity of the mounting groove 11, and a bolt passes through the strip-shaped through hole 16 and the outer cavity and is in threaded connection with the nut. The aim of fixing the first connecting plate 12, the second connecting plate 13, the third connecting plate 14 and the fourth connecting plate 15 on the surface of the rigid barrier wall 4 is achieved, and then the front end force measuring wall 2 and the speed reducing mechanism 3 are integrally fixed.

The upper surfaces of the first reinforcing beam 5 and the second reinforcing beam 6 are fixedly connected with a plurality of hoisting blocks 17, and hoisting holes are formed in the hoisting blocks 17. In this embodiment, the upper surfaces of the first reinforcing beam 5 and the second reinforcing beam 6 are fixedly connected with 3 hoisting blocks 17 respectively.

As shown in fig. 3, the crash cart 1 includes a cart body 18, two mounting platforms 19, three sets of wheels 20, a specimen mounting mechanism, a rear end force measurement wall 21, and a guide speed reduction plate 22.

The two mounting platforms 19 are respectively fixed on two sides of the middle part of the trolley body 18; the trolley further comprises two supporting beams 23, the two supporting beams 23 correspond to the two mounting platforms 19 respectively, one end of each supporting beam 23 is fixedly connected with the side face of the corresponding mounting platform 19, and the other end of each supporting beam 23 is fixedly connected with the side face of the corresponding trolley body 18.

Of the three sets of wheels 20, each set of wheels 20 includes two wheels 20. A group of wheels 20 are respectively fixed on two sides of the rear end of the trolley body 18; the other group of wheels 20 are respectively fixed on two sides of the two mounting platforms 19; and a set of wheels 20 are fixed to both sides of the front end of the carriage body 18.

The guiding speed reducing plate 22 is fixed on the front surface of the trolley body 18, and the guiding speed reducing plate 22 is opposite to the guiding mechanism 63 of the speed reducing mechanism 3;

the rear force measuring wall 21 is fixed on the mounting platform 19 at one side corresponding to the front force measuring wall 2;

the specimen mounting mechanism is fixed to the front portion of the carriage body 18. The test piece mounting mechanism includes a load bearing base 24, a suspension clamp 25 and a wheel blade 26 for the wheel 20.

As shown in fig. 4, the load-bearing base 24 is fixed to the front of the trolley body 18,

the carrying base 24 comprises a first mounting plate 27 and a fixing bracket 28 supporting the first mounting plate 27; in the present embodiment, the number of the fixing brackets 28 is 4, and the front side and the rear side of the first mounting plate 27 are 2 each. One end of the fixing bracket 28 is fixedly connected to the carriage body 18, and the other end is fixedly connected to the first mounting plate 27.

The first mounting plate 27 is provided with a plurality of first mounting holes 29, and the first mounting holes 29 are distributed in a matrix.

The suspension holder 25 includes a base plate 30, a vertical plate 31, a support plate 32, a fixing plate 33, a first holding arm 34, a second holding arm 35, a first fixing portion, and a second fixing portion.

The bottom plate 30 is positioned on the first mounting plate 27, and the lower end of the vertical plate 31 is fixedly connected with the edge of the bottom plate 30. In this embodiment, the bottom plate 30 and the vertical plate 31 are formed by bending the same steel plate by 90 °. The supporting plate 32 is a right triangle, the supporting plate 32 is vertically arranged in the middle of the bottom plate 30 and the vertical plate 31, and the two right-angle sides are fixedly connected with the surfaces of the bottom plate 30 and the vertical plate 31 respectively.

The fixing plate 33, the first clamping arm 34 and the second clamping arm 35 are all fixed on one side, away from the supporting plate 32, of the vertical plate 31; the fixing plate 33 is located between the first holding arm 34 and the second holding arm 35.

The end part of the fixing plate 33 is semicircular, the circle center is provided with a first connecting hole 36, and the circumferential direction of the first connecting hole 36 is provided with a plurality of second connecting holes 37; in the present embodiment, the number of the second connection holes 37 is 3.

The first gripper arm 34 and the second gripper arm 35 each comprise two gripper plates 38, the two gripper plates 38 being parallel to each other. The ends of the two clamping plates 38 are each provided with a third connecting hole 39.

The bottom plate 30 is provided with a plurality of second mounting holes matched with the first mounting holes 29; in this embodiment, the second mounting holes are linearly arranged. The first mounting hole 29 and the second mounting hole are connected through a bolt, so that the base plate 30 is fixed on the first mounting plate 27.

The first fixing part comprises a first fixing column 40 and a first fixing base 41, and the first fixing column 40 is vertically fixed on the first fixing base; the second fixing portion comprises a second fixing column 42 and a second fixing base 43; the second fixing column 42 is vertically fixed on the second fixing seat; in the present embodiment, the height of the first fixing posts 40 is greater than that of the second fixing posts 42.

A second mounting plate 44 is fixed at the front part of the trolley body 18, and the second mounting plate 44 is positioned below the first mounting plate 27; the second mounting plate 44 is provided with a plurality of third mounting holes 45, and the third mounting holes 45 are distributed in a matrix.

A plurality of fourth mounting holes matched with the third mounting holes 45 are formed in the first fixing seat and the second fixing seat; in this embodiment, the number of the fourth mounting holes on the first fixing seat is 5, and the number of the fourth mounting holes on the second fixing seat is 4.

The third mounting hole 45 is connected with the fourth mounting hole through a bolt, so that the first fixing seat, the second fixing seat and the second mounting plate 44 are fixedly connected.

The wheel supporting plates 26 of the wheels 20 are horizontally arranged, the length direction of the wheel supporting plates 26 of the wheels 20 is vertical to the advancing direction of the trolley body 18, one end of each wheel supporting plate 26 of the wheels 20 is fixed on the bottom surface of the front part of the trolley body 18, and the other end of each wheel supporting plate 26 of the wheels 20 extends out of the trolley body 18.

In this embodiment, the suspension to be tested and the suspension in the wheel 20 subsystem are common double wishbone suspensions. During testing, bolts are passed through the first connecting holes 36 and the second connecting holes 37 of the fixing plate 33 to connect with the top of the shock absorber, and bolts are passed through the third connecting holes 39 of the first clamping arm 34 and the second clamping arm 35, respectively, to be fixedly connected with both ends of the corresponding upper yoke, and as a whole, the upper half of the suspension is fixed. After setting up first fixed part and second fixed part, the sub vehicle frame of the suspension that can fix as required adjusts the position of first fixed part and second fixed part, then is connected third mounting hole 45 and fourth mounting hole with the bolt, and original hole on the sub vehicle frame can be passed to first fixed column 40 and second fixed column 42, prevents that the sub vehicle frame from removing in the horizontal direction, realizes the fixed to the sub vehicle frame, and on the whole, the lower half of suspension is also fixed.

In this embodiment, the suspension and wheel 20 subsystem is fixed to the right side of the carriage body 18, but in other embodiments, the suspension jig 25 may be oriented so that the suspension and wheel 20 subsystem is fixed to the left side of the carriage body 18, and the positions of the front end load cell 2, the speed reduction mechanism 3, and the rear end load cell 21 may also be adjusted adaptively.

During testing, the trolley body 18 moves towards the front end force measuring wall 2, so that the wheel 20 subsystem collides with the front end force measuring wall 2. And then test data are collected, so that the subsequent force transmission path and proportion can be optimized conveniently, and the design of the whole impact side door frame system is supported. The mechanical properties of the rim of the wheel 20 under high speed impact, the matching of the rim with a gate ring system, etc. can also be tested.

When the suspension and wheel subsystem 20 collides with the front force-measuring wall 2, the trolley body 18 continues to move forward, and the guiding speed-reducing plate 22 is inserted into the speed-reducing mechanism 3 to reduce the speed of the trolley body 18.

Example two

As shown in fig. 5, in the present embodiment, the speed reducing mechanism body includes a mounting frame 46, a speed reducing frame 47, and a guide frame 48, which are sequentially communicated. The mounting frame 46 is used for being fixedly connected with a barrier wall, specifically, as shown in fig. 6, the mounting frame 46 is cylindrical, one end of the mounting frame 46 is fixedly connected with a third connecting plate 14 perpendicular to the axial direction of the mounting frame 46, and a plurality of mounting reinforcing ribs 49 are arranged at the top of the third connecting plate 14 and the mounting frame 46.

As shown in fig. 7, the multiple friction plate structure is disposed in the decelerating frame 47, and includes a plurality of friction bodies and brake pads 52 that are disposed at intervals, in this embodiment, the number of the friction bodies is six, and the number of the brake pads 52 is five, in this embodiment, along a distribution direction of the friction bodies, the friction bodies on two sides are defined as first friction bodies 50, and the remaining friction bodies are defined as second friction bodies 51, and a side of the first friction body 50 away from the brake pads 52 respectively abuts against two sides in the decelerating frame 47.

The friction body includes friction box and friction disc, the last speed reduction mounting hole of having seted up of friction box, the friction disc is located the speed reduction mounting hole, and can dismantle with the friction box and be connected, it is specific, one side of friction disc is located the speed reduction mounting hole, the opposite side stretches out the speed reduction mounting hole and offsets with brake block 52, the top of friction disc or the both ends of bottom extend and form the arch, set up the perforating hole that corresponds with the arch on the friction box, be equipped with the screw in the perforating hole, the one end of screw is stretched into in the speed reduction mounting hole and is offset with bellied side, be used for blockking that the friction disc is deviate from in the speed reduction mounting hole. When the friction plate is seriously worn and needs to be replaced, the friction plate can be replaced by taking out the screw.

In this embodiment, two speed-reducing mounting holes are formed in the friction box, the two speed-reducing mounting holes are arranged up and down, the protrusion of the friction plate in the upper speed-reducing mounting hole is located at the top of the friction plate, and the protrusion of the friction plate in the lower speed-reducing mounting hole is located at the bottom of the friction plate. The speed reduction mounting hole on the friction box of the first friction body 50 is defined as a first speed reduction mounting hole, the speed reduction mounting hole on the friction box of the second friction body 51 is defined as a second speed reduction mounting hole, the first speed reduction mounting hole is a blind hole and is arranged on one side, away from the rack, of the friction box, the first speed reduction mounting hole corresponds to one friction plate, the second speed reduction mounting hole is a hole penetrating through the friction box, and the second speed reduction mounting hole corresponds to two friction plates.

The friction body and the speed reducing frame 47 are slidably connected along the distribution direction of the friction body, specifically, as shown in fig. 8, the centers of the top and the bottom of the friction body extend to form a blocking portion 53, a blocking limiting portion and a limiting block 54 for limiting the blocking portion 53 are further arranged in the speed reducing frame 47, the blocking limiting portion and the limiting block 54 respectively abut against the two ends of the blocking portion 53 along the movement direction of the brake pad 52, and one side of the blocking portion 53, which is far away from the friction body, abuts against the top and the bottom in the speed reducing frame 47. In this embodiment, the number of the limiting blocks 54 is two, the two limiting blocks abut against the top and the bottom of the friction body respectively, the top and the bottom in the speed reduction rack 47 extend to form a blocking limiting portion respectively, the limiting blocks 54 and the blocking limiting portion abut against the two ends of the blocking portion 53 along the moving direction of the brake pad 52 respectively, that is, the blocking limiting portion is used for blocking the friction body from moving along the moving direction of the brake pad 52, and the limiting blocks 54 are used for blocking the friction body from moving along the resetting direction of the brake pad 52. The limiting block 54 is provided with a safety pin hole, the speed reducing rack 47 is provided with another safety pin hole matched with the safety pin hole for use, and the limiting block 54 is in pin connection with the speed reducing rack 47 through the safety pin hole. The friction body is convenient to disassemble and assemble due to the arrangement of the limiting block 54, and the blocking part 53 is limited together through the limiting block 54 and the blocking limiting part. In the process of speed reduction, the acting force brought by the friction body borne by the blocking limiting part is mainly used, and the strength of the blocking limiting part is ensured through the integral processing of the blocking limiting part and the speed reducing rack 47.

One end of each brake pad 52 extends out of the speed reducing frame 47, one end of each brake pad 52 extending out of the speed reducing frame 47 is provided with a collision body, and the other end of each brake pad 52 can extend out of the other end of the speed reducing frame 47 when the collision body is acted. The collision body comprises a reinforcing part 55 and a buffer block 56, wherein the reinforcing part 55 is connected with the brake pad 52, one side of the reinforcing part 55 far away from the brake pad 52 is connected with the buffer block 56, and the material of the buffer block 56 is rubber in the embodiment. The reinforcement 55 includes a fifth connecting plate, a sixth connecting plate, a plurality of vertical reinforcing ribs and horizontal reinforcing ribs, and in this embodiment, the number of the vertical reinforcing ribs is three, and the number of the horizontal reinforcing ribs is six. The one end that brake block 52 stretches out speed reduction frame 47 is connected with the fifth connecting plate, and one side and vertical strengthening rib fixed connection that brake block 52 was kept away from to the fifth connecting plate, vertical strengthening rib evenly distributed, the one end that the fifth connecting plate was kept away from to vertical strengthening rib are equipped with the sixth connecting plate, and the sixth connecting plate passes through bolt fixed connection with buffer block 56. Horizontal strengthening rib evenly distributed is in the both sides of vertical strengthening rib, and the one end of horizontal strengthening rib all is connected with one side of vertical strengthening rib, and is specific, along the vertical strengthening rib of vertical strengthening rib distribution direction both sides respectively with three horizontal strengthening rib fixed connection, in this embodiment, fifth connecting plate, sixth connecting plate, vertical strengthening rib and horizontal strengthening rib integrated into one piece.

A plurality of guide strips are further arranged in the decelerating frame 47, the number of the guide strips is the same as that of the brake pads 52, and the guide strips are respectively positioned above the brake pads 52 and between two friction bodies arranged at intervals. The length of the guide strips on the two sides in the distribution direction of the guide strips is greater than that of the rest of the guide strips, in this embodiment, the guide strips on the two sides are defined as first guide strips 57, the rest of the guide strips are defined as second guide strips 58, the length of the first guide strips 57 is greater than that of the second guide strips 58, specifically, the second guide strips 58 are located in the speed reduction rack 47, and one end of the first guide strips 57 extends out of the rack. The top and the bottom of fifth connecting plate all extend and form the spacing portion of direction, and the quantity of spacing portion is four, is located the both sides of fifth connecting plate top and bottom respectively, and the spacing portion of direction is used for spacing first gib block 57. The gib block and the speed reduction frame 47 are fixedly connected, in this embodiment, a threaded hole is formed in the gib block, the threaded hole corresponds to the blocking limiting portion and the limiting block 54, a through hole matched with the threaded hole is formed in the limiting block 54 and the speed reduction frame 47, the gib block and the speed reduction frame 47 are fixedly connected through screws, and the gib block, the limiting block 54 and the speed reduction frame 47 are fixedly connected. The safety pin holes are arranged to protect the guide bars, the limiting blocks 54 and the speed reducing frame 47 when the screws are fastened to be invalid.

An oil cylinder 59 is arranged on one side of the outer edge of the speed reducing rack 47 in the friction body distribution direction, the oil cylinder 59 is fixedly connected with the rack through a screw, and a piston rod of the oil cylinder 59 extends into the speed reducing rack 47 and abuts against the friction bodies, namely one side of one of the first friction bodies 50, which is far away from the brake pad 52, abuts against the piston rod.

Brake block 52 keeps away from the one end of colliding the body and has all seted up the through-hole, and installing frame 46 sliding connection has horizontal pole 60, and horizontal pole 60 passes the through-hole, and outside the both ends of horizontal pole 60 stretched out installing frame 46, specifically, the bar hole 61 of relative setting was all seted up to installing frame 46 both sides, and horizontal pole 60 passes the through-hole, and the both ends of horizontal pole 60 pass two bar holes 61 respectively and stretch out installing frame 46. The outer both sides of speed reduction frame 47 are equipped with first mounting bracket, and the both ends of horizontal pole 60 are equipped with the second mounting bracket, are located to be equipped with between the first mounting bracket and the second mounting bracket of homonymy and reply spring 62. In this embodiment, all be equipped with two mounting screws on first mounting bracket and the second mounting bracket, the both ends of answer spring 62 articulate respectively on the mounting screw of the first mounting bracket of homonymy and second mounting bracket, and the quantity of answer spring 62 is four.

One end of the brake pad 52 extending out of the decelerating frame 47 is located in the guide frame 48, and the other end of the brake pad 52 can extend into the mounting frame 46 from the other end of the decelerating frame 47 when a collision body is subjected to a force. As shown in fig. 9, the guide frame 48 is cylindrical, one end of the guide frame 48 away from the reduction frame 47 is communicated with a guide mechanism 63, and the guide mechanism 63 is barrel-shaped; the sides of the guide 63 distal from the end of the guide housing 48 expand outwardly to form an opening 64. A plurality of guide reinforcing ribs 65 are arranged on two sides of the guide mechanism 63, in the embodiment, the number of the guide reinforcing ribs 65 is six, and two ends of each guide reinforcing rib 65 are respectively connected with the guide frame 48 and the opening 64. In this embodiment, the other end of the third reinforcing beam 7 is fixedly connected to the top of the guide frame 48.

During testing, the return spring 62 is in a natural state, the piston rod extends out, and the friction body is pressed against the brake pad 52. When collision happens, the guiding speed reducing plate 22 extends into the guiding mechanism 63 from the opening 64 and collides with a collision body in the guiding rack 48, the collision body receives acting force, the brake pad 52 moves towards the installation rack 46, so that the other end of the brake pad 52 can extend into the installation rack 46 from the other end of the speed reducing rack 47, in the moving process of the brake pad 52, the moving of the brake pad 52 drives the cross rod 60 to move in the strip-shaped hole 61, the return spring 62 is stretched, meanwhile, the friction force between the brake pad 52 and the friction body blocks the movement of the brake pad 52, and the collision suspension is rapidly braked through the friction force. After the test is finished, the piston rod is contracted, the friction body and the brake pad 52 are loosened, and the cross rod 60 is driven to move in the strip-shaped hole 61 by means of the elastic force of the return spring 62, so that the brake pad 52 is reset.

Compared with the prior art, the friction between the friction body and the brake block 52 is used for rapid braking, the damage to the multi-friction-plate structure is avoided or reduced, the multi-friction-plate structure can be repeatedly utilized, the test cost is reduced, and the scheme only needs to reset the brake block 52 after the test is finished, so that the time cost is reduced.

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

1. A trolley test device for a 25% small-offset collision suspension and wheel subsystem comprises a collision trolley, a front-end force measurement wall and a speed reduction mechanism, and is characterized in that a guide speed reduction plate is fixed at the front end of the collision trolley; the speed reducing mechanism comprises a speed reducing mechanism body and a guide mechanism which are fixedly connected; the front-end force measuring wall comprises a support truss and a force measuring wall body which are fixedly connected; the wall also comprises a rigid barrier wall, a first reinforcing beam and a second reinforcing beam; the rigid barrier wall is vertically fixed in the advancing direction of the collision trolley, one end of the speed reducing mechanism body, which is far away from the guide mechanism, and one ends of the support trusses, which are far away from the force measuring wall body, are connected with the rigid barrier wall; one end of the first reinforcing beam is connected with the rigid barrier wall, and the other end of the first reinforcing beam is connected with the top of the guide mechanism; one end of the second stiffening beam is connected with the rigid barrier wall, and the other end of the second stiffening beam is connected with the top of the support truss.

2. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 1, wherein: a plurality of mounting grooves are horizontally formed in the surface of one side, facing the collision trolley, of the rigid barrier wall; the longitudinal section of the mounting groove is T-shaped and comprises an inner cavity and an outer cavity, and the volume of the inner cavity is larger than that of the outer cavity;

3. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 2, wherein: the third reinforcing beam, the fourth reinforcing beam, the fifth reinforcing beam and the sixth reinforcing beam are further included;

4. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 3, wherein: the upper surfaces of the first reinforcing beam and the second reinforcing beam are fixedly connected with a plurality of hoisting blocks, and hoisting holes are formed in the hoisting blocks.

5. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 1, wherein: the collision trolley comprises a trolley body, two mounting platforms, a test piece mounting mechanism and a rear-end force measuring wall;

6. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 5, wherein: the test piece mounting mechanism comprises a bearing base and a suspension clamp;

the bearing base is fixed at the front part of the trolley body,

the fixing plate, the first clamping arm and the second clamping arm are all fixed on one side, away from the supporting plate, of the vertical plate; the fixing plate is positioned between the first clamping arm and the second clamping arm;

7. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 6, wherein: the bearing base comprises a first mounting plate and a fixed bracket for supporting the first mounting plate; one end of the fixed support is fixedly connected with the trolley body, and the other end of the fixed support is fixedly connected with the first mounting plate;

8. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 7, wherein: the suspension clamp further comprises a first fixing part and a second fixing part;

9. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 6, wherein: the test piece mounting mechanism further comprises a wheel supporting plate, one end of the wheel supporting plate is fixed on the bottom surface of the front portion of the trolley body, and the other end of the wheel supporting plate extends out of the trolley body.

10. The 25% small offset crash suspension and wheel subsystem trolley test rig of claim 5, wherein: the collision trolley further comprises two supporting beams, the two supporting beams correspond to the two mounting platforms respectively, one end of each supporting beam is fixedly connected with the side face of the corresponding mounting platform, and the other end of each supporting beam is fixedly connected with the side face of the trolley body.