DE102013217792B3 - Method for testing a component of a vehicle and installation for vehicle component collision tests - Google Patents

Abstract

In order to provide a method for testing a component of a vehicle in a vehicle component collision test, by means of which meaningful test results that can be transferred to full vehicle collisions can be obtained, it is proposed that the method include the following: Specifying an impact direction to be simulated, in which an impact element hits the the component of the vehicle to be tested collides when the component to be tested is mounted on the vehicle; Arranging the component to be tested on a receiving device; Aligning the component to be tested relative to an actual direction of impact of the impact element such that an actual direction of impact of the impact element on the component to be tested deviates from the direction of impact to be simulated; and accelerating the impact element in the direction of the component to be tested, so that the impact element impacts the component to be tested in the actual direction of impact.

Description

The present invention relates to a method of testing a component of a vehicle in a vehicle component collision test.

In such vehicle component collision tests, it may be provided, in particular, that individual components of a vehicle are tested independently of the remaining components of the vehicle, for example by accelerating an impact element in the direction of the component and impacting the component. From such a vehicle component collision test conclusions can be drawn on the stability and the failure characteristics of the component in the mounted state of the same preferably on a vehicle.

In particular, there is a need to examine complex dynamic phenomena, for example speed-dependent material behavior in the component assembly, in as simple and cost-effective tests as possible in an early development stage of a vehicle in a vehicle component collision test.

The WO 2011/016499 A1 , the DE 10 2005 020 068 A1 and the DE 10 2010 014 521 A1 disclose various methods and apparatus for testing vehicle components.

It is an object of the present invention to provide a method for testing a component of a vehicle, by means of which meaningful test results transferable to full vehicle collisions can be obtained.

This object is achieved according to the invention by a method for testing a component of a vehicle in a vehicle component collision test, the method comprising:
Determining a direction of impact to be simulated, in which an impact element impinges on the component of the vehicle to be tested in the collision test, when the component to be tested is mounted on the vehicle;
Arranging the component to be tested on a receiving device;
Aligning the component to be tested relative to an actual impact direction of the impact element such that an actual impact direction of the impact element on the component to be tested deviates from the direction of impact to be simulated;
Accelerating the impact element in the direction of the component to be tested so that the impact element impinges on the component to be tested in the actual impact direction.

Due to the fact that, in the method according to the invention, the actual direction of impact deviates from the direction of impact to be simulated, preferably movements of the component to be tested, which occur in the case of a full vehicle collision test, can be decoupled from the deformation of the component. Already with little effort, meaningful test results that are transferable to full vehicle collisions can be obtained.

A vehicle component collision test is in particular a collision test in which only a single vehicle component or a group of components of the vehicle is subjected to a collision test. For example, it may be provided that the component to be tested in a vehicle component collision test is a vehicle door.

A direction of impact to be simulated is, in particular, that direction of impact in which an impact element strikes the component of the vehicle to be tested when the entire vehicle is subjected to a full vehicle collision test, in particular as prescribed in approval tests and / or tested in consumer protection tests.

The impact direction is in particular a direction running along a straight line. The impact element preferably has a linear path of movement.

In one embodiment of the invention, it is provided that for determining the orientation of the component to be tested relative to the actual impact direction of the impact element from empirical values, from known values of tests with other vehicles of the corresponding vehicle class, determined by means of a preliminary test and / or by means of a numerical simulation is how the component to be tested is aligned relative to the impact direction to be simulated after a full vehicle collision attempt was made with the entire vehicle and with an impact of the impact member in the impact direction to be simulated.

It may be favorable if the alignment of the component to be tested relative to the actual impact direction of the impact element is at least approximately selected as the orientation which the component to be tested has relative to the impact direction to be simulated, after a full vehicle collision test with the entire vehicle and with an impact of the impact element was carried out in the impact direction to be simulated.

In particular, the orientation of the component to be tested is relative to the actual one Impact direction preferably the orientation of the component to be tested in the mounted state of the component to be tested on the vehicle relative to the direction of impact to be simulated after a full vehicle collision attempt at the point of maximum deformation of the component to be tested.

It can be provided that the component to be tested is stationary with respect to one or more spatial directions and / or is non-rotatably arranged with respect to one or more rotational axes on the receiving device.

In particular, it can be provided that the component to be tested completely stationary and / or rotationally fixed, that is stationary with respect to all spatial directions and / or rotationally fixed in all three aligned perpendicular to each other spatial axes, is arranged on the receiving device.

The component to be tested is preferably arranged rigidly on the receiving device.

However, provision may also be made for the component to be tested to be rotatable about at least one axis of rotation and / or to be arranged so as to be translationally displaceable on the receiving device in at least one spatial direction.

The component to be tested and / or the impact element is preferably fixed immovably in one or more transverse directions perpendicular to the actual impact direction, in particular laterally guided.

It may be favorable if the impact element is accelerated by means of a slide device to the component to be tested.

In one embodiment of the invention it can be provided that collision tests are carried out with a plurality of identical components to be tested and that after at least one successful collision attempt, a deviation of an actual deformation of a tested component from an expected deformation is determined.

In particular, it can be provided that the expected deformation is that which the tested component according to experience, according to known values of tests with other vehicles of the corresponding vehicle class, according to a preliminary test and / or according to a numerical simulation after a full vehicle collision with the entire vehicle and having an impact of the impactor in the impact direction to be simulated.

Depending on the deviation of the actual deformation from the expected deformation, it is preferable to change the orientation of the next component to be tested relative to the actual impact direction of the impact element for the next collision attempt.

For example, an angle between an impact plane and the actual impact direction can be changed.

Furthermore, it can be provided that, depending on the deviation of the actual deformation from the expected deformation and / or the relevance of the deformation course, an initially rigid arrangement of the component to be tested for the next collision test with the next component to be tested in at least one receiving area of the receiving device moving arrangement is changed.

In particular, it can be provided that in successive collision tests more and more movable receiving areas of the receiving device are provided for the movable arrangement of the successive components to be tested.

Alternatively or additionally, it can be provided that, depending on the deviation of the actual deformation from the expected deformation, an initially rigid arrangement of the component to be tested for the next collision attempt with the next component to be tested in a translationally displaceable in at least one spatial direction and / or order at least one axis of rotation and / or at least one pivot point rotatable arrangement is changed.

In particular, it can be provided that, in the case of a plurality of successive collision tests, the components to be tested one after the other are gradually rotatable about a plurality of axes of rotation and / or arranged translationally displaceable on the receiving device in a plurality of spatial directions.

The inventive method for testing a component of a vehicle is particularly suitable for performing on a system for vehicle component collision tests.

The present invention therefore also relates to a system for vehicle component collision tests.

The invention is in this respect the task of providing a facility for vehicle component collision tests, by means of which meaningful and transferable to full vehicle collisions test results are available.

This object is achieved according to the invention by a system for vehicle component collision tests, which comprises the following:
a receiving device for receiving a component to be tested of a vehicle;
an impact device by means of which an impact element of the impact device can be accelerated in an actual impact direction onto the component to be tested;
an alignment device for aligning the component to be tested relative to the actual impact direction of the impact element;
a selection device for selecting a direction of impact to be simulated, in which the impact element impacts on the component of the vehicle to be tested in accordance with a simulated full vehicle collision attempt when the component to be tested is mounted on the vehicle;
a control device for controlling the alignment device such that the actual impact direction of the impact element on the component to be tested deviates from the direction of impact to be simulated.

The system for vehicle component collision tests according to the invention preferably has one or more of the features and / or advantages described in connection with the method according to the invention for testing a component of a vehicle.

The system according to the invention is preferably suitable for carrying out the method according to the invention.

According to the invention, the system can be controlled by means of the control device such that the method according to the invention can be carried out automatically by means of the system according to the invention.

The present invention further relates to the use of a system for vehicle component collision tests, which comprises a receiving device for receiving a component to be tested of a vehicle, an impact device, by means of which an impact element of the impact device in an actual direction of impact on the component to be tested is accelerated, and an alignment device for aligning the component to be tested relative to the actual impact direction of the impact element, for carrying out the method according to the invention.

The use according to the invention preferably has one or more of the features and / or advantages described in connection with the method and / or the system according to the invention.

Furthermore, the method according to the invention, the system according to the invention and / or the use according to the invention can have one or more of the features and / or advantages described below: The component to be tested can be arranged on the receiving device before or after the receiving device for aligning the component to be tested is or was.

The vehicle is in particular a motor vehicle, for example a passenger car.

The orientation of the component to be tested relative to the actual direction of impact and / or relative to the direction of impact to be simulated is preferably carried out taking into account all three mutually perpendicular spatial axes.

In order to align the component to be tested relative to the actual impact direction, the movement and / or deformation of a receptacle by means of which the component to be tested is arranged on the vehicle is preferably taken into account in the full-vehicle collision test.

Preferably, a lateral movement, in particular a lateral deflection, of the component to be tested and / or the impact element is avoided by a lateral guide and / or by a rigid arrangement.

The restriction of movement in the component test (vehicle component collision test), for example due to the lack of resilient suspension components, can lead to a change in the direction of force action in the course of the collision attempt. The elimination of degrees of freedom due to the arrangement of the component to be tested on the receiving device can lead to a change in the force direction of action.

Preferably, these changes are taken into account in the arrangement and orientation of the component to be tested on the receiving device.

In particular, this change can be taken into account in a simplified manner by an alignment and / or positional change of the component to be tested relative to the impact element.

If the course of the direction of force action is relevant, this can preferably be taken into account by means of movable connection.

The vehicle component collision test can thus be subdivided into two kinematics which are to be considered separately from one another, namely preferably into a kinematics of movement (vehicle movement upon impact, free vehicle movement, Vehicle rotation about the vertical axis, chassis movement, in particular compression or rolling) and in a deformation kinematics (movement of connections of the component to be tested (component to be tested) by deformation of the attachments).

The orientation of the component to be tested relative to the impact element is preferably determined, simulated or estimated after a full vehicle collision attempt. A deviation of this orientation from the original orientation prior to the impact of the impact element on the component to be tested then preferably corresponds to the deviation of the actual direction of impact from the direction of impact to be simulated.

For example, in a system for collision tests with sills of a vehicle can be provided that the rotation is anticipated by an impacting on the sill pile (impact element), that is, the orientation of the sill relative to the actual direction of impact of the pile not the simulated 90th ° impact angle (simulated impact direction), but the orientation of the sill relative to the direction of impact corresponds to the time of maximum intrusion.

It may be favorable if, in consideration of the deformation kinematics, in particular the deformation kinematics of the add-on parts of the vehicle, by means of which the component to be tested is arranged on the vehicle, it is taken into account how the other components of the vehicle behave in a full vehicle collision test, in particular like these moved and / or deformed.

• – Ermitteln, insbesondere Vermessen, der Deformation und/oder Verschiebung der Anbindungen des zu testenden Bauteils an das Fahrzeug durch Gesamtfahrzeugsimulation (numerische Simulation), Gesamtfahrzeugversuch (Vollfahrzeug-Kollisionsversuch), beispielsweise eines Vorgängermodells des Fahrzeugs, und/oder aus Erfahrungswerten aus einer entsprechenden Fahrzeugklasse zum Zeitpunkt der maximalen Deformation des zu testenden Bauteils im montierten Zustand desselben am Fahrzeug;
• – starre Anordnung des zu testenden Bauteils an der Aufnahmevorrichtung;
• – Ausrichtung des zu testenden Bauteils entsprechend der ermittelten Ausrichtung zum Zeitpunkt der maximalen Deformation des zu testenden Bauteils am Fahrzeug;
• – Durchführung des Fahrzeugbauteil-Kollisionsversuchs;
• – Vergleichen des Ergebnisses des Fahrzeugbauteil-Kollisionsversuchs mit den Erwartungen;
• – Ändern der Ausrichtung und/oder der starren Anordnung des zu testenden Bauteils an der Aufnahmevorrichtung, beispielsweise durch Ergänzen von beweglichen Elementen.

It may be favorable if the method involves one or more of the following steps:

• Determining, in particular measuring, the deformation and / or displacement of the connections of the component to be tested to the vehicle by total vehicle simulation (numerical simulation), total vehicle test (full vehicle collision test), for example of a preceding model of the vehicle, and / or from empirical values from a corresponding vehicle class at the time of maximum deformation of the component under test in the assembled state thereof on the vehicle;
• - rigid arrangement of the component to be tested on the receiving device;
• - Alignment of the component to be tested according to the determined orientation at the time of maximum deformation of the component to be tested on the vehicle;
• - Carrying out the vehicle component collision test;
• Comparing the result of the vehicle component collision test with the expectations;
• Changing the orientation and / or the rigid arrangement of the component to be tested on the receiving device, for example by supplementing movable elements.

Preferably, uneven deformations of surfaces may be averaged. A very complex deformation can thus be greatly simplified and yet realistically imaged.

Further preferred features and / or advantages of the invention are the subject of the following description and the drawings of exemplary embodiments.

In the drawings show:

1 a schematic plan view from above of a system for full vehicle collision experiments, wherein the vehicle to be tested has not yet deformed;

2 one of the 1 corresponding schematic representation of the system, wherein the vehicle has been deformed by means of an impact element;

3 an enlarged view of a vehicle door of the vehicle and an impact element of the system 1 ;

4 an enlarged view of the vehicle door and the impact element from 2 ;

5 one of the 1 corresponding schematic representation of a system for vehicle component collision tests for testing a vehicle door of the vehicle 1 ;

6 a schematic side view of a system for full vehicle collision tests, wherein an impact element of the system has not yet impacted on the vehicle;

7 one of the 6 corresponding schematic representation of the system for full vehicle collision tests, wherein the impact element is impacted on the vehicle;

8th to 10 schematic representations to explain the basic principle of the vehicle component collision test.

Identical or functionally equivalent elements are provided with the same reference numerals in all figures.

One in the 1 and 2 illustrated embodiment of a whole with 100 designated facility for collision tests enables collision tests with complete vehicles 102 , in particular motor vehicles, such as passenger cars.

The attachment 100 includes an impact device for this purpose 104 which is an accelerator device 106 and an impact element 108 includes.

By means of the accelerator device 106 the impact device 104 is the impact element 108 in an impact direction 110 on the vehicle 102 accelerated.

The accelerator device 106 and / or the impact element 108 are preferably as a carriage device 112 educated.

By means of a surface area of a component 114 of the vehicle 102 on which the impact element 108 collided in a collision attempt, is a Aufprallebene 116 educated.

In the in the 1 and 2 illustrated embodiment of a system 100 is the direction of impact 110 essentially perpendicular to the impact plane 116 ,

The component 114 on which the impact element 108 bouncing, is hereinafter referred to as the test component 114 designated.

This component to be tested 114 of the vehicle 102 is for example a vehicle door 118 of the vehicle 102 ,

The component to be tested 114 is thus in a full vehicle collision test according to the 1 and 2 in the assembled state on the vehicle 102 firmly on the vehicle 102 arranged.

In particular, the component 114 on a side sill 120 on a roof 122 , on a B-pillar 124 and on an A-pillar 126 of the vehicle 102 arranged and / or supported.

In particular 2 can be seen, deformed in collision trial not only the component to be tested 114 , Rather, the side skirts are also 120 , the roof 122 and the B-pillar 124 of the vehicle 102 deformed.

This causes the first perpendicular to the impact direction 110 aligned impact level 116 passing through the surface of the vehicle door 118 is formed after collision attempt no longer perpendicular to the direction of impact 110 , but at an angle to this runs.

The deformation of the component to be tested 114 For example, the vehicle door 118 , thus depends very much on the deformation of the other components of the vehicle 102 from.

A transmission of the results of a vehicle component collision test in which the component to be tested 114 isolated from the remaining components of the vehicle 102 is examined, on a full vehicle collision attempt is thus only conditionally possible.

In particular, the same results are not obtained if the component to be tested 114 for example according to 3 rigid in a cradle 128 is clamped and the impact element 108 in the direction of impact 110 on the component to be tested 114 impacts.

In such a rigid arrangement of the component to be tested 114 It would not be the shift of the impact level 116 due to the deformation by means of the impact element 108 result.

As from the enlarged view of the vehicle door 118 and the impact 108 after a full vehicle collision attempt in 4 it is to be anticipated that this would require a very complicated, movable arrangement of the component to be tested 114 at the receiving device 128 will be realized.

However, the transferability of results of vehicle component collision tests to full vehicle collisions can preferably be improved by the impact direction 110 is changed.

In particular, a distinction can be made in a direction of impact to be simulated 110s and an actual impact direction 110t ,

The impact direction to be simulated 110s is the direction of impact 110 in which the impact element 108 on the component to be tested 114 would have to bounce when the component being tested 114 on the vehicle 102 would be arranged.

The actual impact direction 110t is one of the impact directions to simulate 110s different impact direction 110 in which the impact element 108 in the vehicle component collision test on the component to be tested 114 rebounds.

As in particular from a comparison of 4 and 5 shows, in a preferred vehicle component collision trial the Aufprallebene 116 and thus the component to be tested 114 obliquely to the direction of movement of the impact element 108 that is oblique to the actual direction of impact 110t arranged. The actual impact direction 110t then deviates from the direction of impact to be simulated 110s from.

The orientation of the component to be tested 114 relative to the actual direction of impact 110t For example, it corresponds at least approximately to the orientation of the component to be tested 114 relative to the direction of impact 110 in a full vehicle collision attempt after the collision of the impact element 108 on the component to be tested 114 , in particular at the point of maximum deformation of the component to be tested 114 (please refer 2 ).

Even with rigid recording of the component to be tested 114 by means of the receiving device 128 can in this way preferably a deformation of the component to be tested 114 obtained, which at least approximately the deformation of the component to be tested 114 in full vehicle collision test.

In particular for the automated performance of a vehicle component collision test, it may be provided that the system 100 for vehicle component collision tests next to the receiving device 128 and the impact device 104 an alignment device 130 for aligning the component to be tested 114 relative to the actual direction of impact 110t of the impact 108 includes. By means of a control device 132 the plant 100 can the alignment device 130 preferably be selectively controlled and / or regulated.

A selection device 134 the plant 100 preferably allows the selection of a direction of impact to be simulated 110s , Preferably automatically becomes from the selected to be simulated impact direction 110s by means of the selection device 134 , the control device 132 and / or the alignment device 130 the orientation of the component to be tested 114 relative to the actual direction of impact 110t adjusted to obtain optimal test results.

In particular, it can be provided that by means of the control device 132 based on the results of preliminary tests, empirical values and / or numerical simulations from the selected direction of impact to be simulated 110s on the actual impact direction 110t can be closed.

In particular, if the actual direction of impact 110t diagonally to the impact level 116 Aligned can be a guide of the impact element 108 be provided, by means of which an undesirable lateral deflection of the impact element 108 in a direction perpendicular to the actual direction of impact 110t extending transverse direction 136 can be prevented.

It may be favorable if all shooting areas 138 the cradle 128 are rigid.

To improve the test results, however, it may also be provided that individual or several receiving areas 138 the cradle 128 movable, in particular linearly movable and / or rotatable, are formed.

The orientation of the component to be tested 114 relative to the actual direction of impact 110t is the orientation of the component to be tested 114 in all spatial directions, in particular a rotated arrangement about a vertical axis (see the 3 and 5 ) and / or a rotated arrangement about a horizontal axis, for example a vehicle longitudinal axis (see 6 and 7 ).

Preferably, in the plant 100 for vehicle component collision tests, the rotation of the component to be tested taking place in the full vehicle collision test 114 by suitable alignment of the component to be tested 114 relative to the actual direction of impact 110t anticipated. As a result, meaningful and transferable to full vehicle collisions test results can be obtained with little effort.

The basic principle of the vehicle component collision test can in particular the 8th to 10 be taken simplified. These principle sketches represent the method simplified by means of an example with an impact / impact curve with mapped movement kinematics. The deformation of the component to be tested 114 is not shown in this illustration for simplicity.

8th shows the component to be tested 114 For example, the vehicle door 118 , and the impact element 108 , The impact direction 110 is the direction of impact to be simulated 110s ,

In 9 is the time of maximum deformation of the component 114 shown. 9 thus shows a simplified representation of the component 114 in a state in which this by means of the impact element 108 was maximally deformed.

As 9 can be seen, was the component 114 due to the impact of the impact element 108 rotated by an angle α.

This rotation forms the basis for an efficient and meaningful vehicle component collision test.

As 10 it can be seen, the orientation of the component to be tested takes place 114 namely preferably so that the component 114 already before the impact of the impact element 108 in the in 9 shown, rotated by the angle α position is brought. The orientation of the component 114 is thus preferably that orientation which the component 114 at maximum deformation of the same takes in the full vehicle collision attempt.

As if from a comparison between the 8th and 10 As a result, the impact direction to be simulated differs 110s (please refer 8th ) from the actual impact direction 110t (please refer 10 ), in which the impact element 108 in vehicle component collision test on the component 114 impacts.

The deviation between the direction of impact to be simulated 110s and the actual direction of impact 110t corresponds in particular to the angle α.

At the in 10 Vehicle component collision attempt is the component 114 preferably rigidly connected. As a result, the vehicle component collision test can be carried out in a particularly cost-effective and reproducible manner.

By choosing one of the impact directions to simulate 110s deviating actual impact direction 110t For example, particularly meaningful test results can be obtained.

LIST OF REFERENCE NUMBERS

100

investment

102

vehicle

104

impingement device

106

accelerator

108

impact element

110

impact direction

110s

to be simulated impact direction

110t

actual impact direction

112

A shuttle apparatus

114

component to be tested

116

impact level

118

vehicle door

120

side skirts

122

top, roof

124

B-pillar

126

A column

128

cradle

130

alignment device

132

control device

134

selector

136

transversely

138

reception area

Claims (16)

Method for testing a component ( 114 ) of a vehicle ( 102 ) in a vehicle component collision test, comprising: - determining an impact direction to be simulated ( 110s ), in which an impact element ( 108 ) on the component to be tested in the collision test ( 114 ) of the vehicle ( 102 ) impacts when the component under test ( 114 ) at the vehicle ( 102 ) is mounted; Arranging the component to be tested ( 114 ) on a receiving device ( 128 ); - Alignment of the component to be tested ( 114 ) relative to an actual direction of impact ( 110t ) of the impact element ( 108 ) such that an actual impact direction ( 110t ) of the impact element ( 108 ) on the component to be tested ( 114 ) of the impact direction to be simulated ( 110s ) deviates; - accelerating the impact element ( 108 ) in the direction of the component to be tested ( 114 ), so that the impact element ( 108 ) in the actual direction of impact ( 110t ) on the component to be tested ( 114 ) impacts. A method according to claim 1, characterized in that for determining the orientation of the component to be tested ( 114 ) relative to the actual direction of impact ( 110t ) of the impact element ( 108 ) from empirical values, from known values of tests with other vehicles ( 102 ) of the corresponding vehicle class, by means of a preliminary test and / or by means of a numerical simulation, such as the component to be tested ( 114 ) relative to the direction of impact to be simulated ( 110s ) after a full vehicle collision attempt with the entire vehicle ( 102 ) and with an impact of the impact element ( 108 ) in the impact direction to be simulated ( 110s ) was carried out. Method according to one of claims 1 or 2, characterized in that as orientation of the component to be tested ( 114 ) relative to the actual direction of impact ( 110t ) of the impact element ( 108 ) at least approximately selects the orientation which the component to be tested ( 114 ) relative to the direction of impact to be simulated ( 110s ) after a full vehicle collision attempt with the entire vehicle ( 102 ) and with an impact of the impact element ( 108 ) in the impact direction to be simulated ( 110s ) was carried out. Method according to one of claims 1 to 3, characterized in that the orientation of the component to be tested ( 114 ) relative to the actual direction of impact ( 110t ) is the orientation which the component to be tested ( 114 ) in the mounted state of the component to be tested ( 114 ) on the vehicle ( 102 ) relative to the one to be simulated Impact direction ( 110s ) after a full vehicle collision attempt at the point of maximum deformation of the component to be tested ( 114 ) having. Method according to one of claims 1 to 4, characterized in that the component to be tested ( 114 ) fixed with respect to one or more spatial directions and / or with respect to one or more axes of rotation rotationally fixed to the receiving device ( 128 ) is arranged. Method according to one of claims 1 to 5, characterized in that the component to be tested ( 114 ) rotatable about at least one axis of rotation and / or in at least one spatial direction translationally displaceable on the receiving device ( 128 ) is arranged. Method according to one of claims 1 to 6, characterized in that the component to be tested ( 114 ) and / or the impact element ( 108 ) in one or more perpendicular to the actual direction of impact ( 110t ) extending transverse directions ( 136 ) is fixed immovably. Method according to one of claims 1 to 7, characterized in that the impact element ( 108 ) by means of a carriage device ( 112 ) on the component to be tested ( 114 ) is accelerated. Method according to one of claims 1 to 8, characterized in that collision tests with several identical components to be tested ( 114 ) and that, after at least one collision attempt, a deviation of an actual deformation of a tested component ( 114 ) is determined by an expected deformation. A method according to claim 9, characterized in that the expected deformation is that which the tested component ( 114 ), according to known values from tests with other vehicles ( 102 ) of the corresponding vehicle class, according to a preliminary test and / or according to a numerical simulation after a full-vehicle collision test with the entire vehicle ( 102 ) and with an impact of the impact element ( 108 ) in the impact direction to be simulated ( 110s ) having. Method according to one of Claims 9 or 10, characterized in that, depending on the deviation of the actual deformation from the expected deformation and / or on the relevance of the deformation profile, the alignment of the next component to be tested ( 114 ) relative to the actual direction of impact ( 110t ) of the impact element ( 108 ) is changed for the next collision attempt. Method according to one of Claims 9 to 11, characterized in that, depending on the deviation of the actual deformation from the expected deformation, an initially rigid arrangement of the component to be tested ( 114 ) for the next collision test with the next component to be tested ( 114 ) into at least one receiving area ( 138 ) of the receiving device ( 128 ) movable arrangement is changed. Method according to one of Claims 9 to 12, characterized in that, depending on the deviation of the actual deformation from the expected deformation, an initially rigid arrangement of the component to be tested ( 114 ) for the next collision test with the next component to be tested ( 114 ) is changed into a translationally displaceable in at least one spatial direction and / or rotatable about at least one axis of rotation and / or at least one pivotable arrangement. Investment ( 100 ) for vehicle component collision tests, comprising: - a receiving device ( 128 ) for receiving a component to be tested ( 114 ) of a vehicle ( 102 ); An impact device ( 104 ), by means of which an impact element ( 108 ) of the impact device ( 104 ) in an actual impact direction ( 110t ) on the component to be tested ( 114 ) can be accelerated; An alignment device ( 130 ) for aligning the component to be tested ( 114 ) relative to the actual direction of impact ( 110t ) of the impact element ( 108 ); A selection device ( 134 ) for selecting a direction of impact to be simulated ( 110s ), in which the impact element ( 108 ) according to a simulated full vehicle collision test on the component to be tested ( 114 ) of the vehicle ( 102 ) impacts when the component under test ( 114 ) at the vehicle ( 102 ) is mounted; A control device ( 132 ) used to automatically control the alignment device ( 130 ) is set up such that the actual direction of impact ( 110t ) of the impact element ( 108 ) on the component to be tested ( 114 ) of the impact direction to be simulated ( 110s ) deviates. Investment ( 100 ) according to claim 14, characterized in that the plant ( 100 ) by means of the control device ( 132 ) is controllable such that by means of the plant ( 100 ) a method according to any one of claims 1 to 13 is feasible. Use of a system ( 100 ) for vehicle component collision tests, comprising: - a receiving device ( 128 ) for receiving a component to be tested ( 114 ) of a vehicle ( 102 ); An impact device ( 104 ), by means of which an impact element ( 108 ) of the impact device ( 104 ) in an actual impact direction ( 110t ) on the component to be tested ( 114 ) can be accelerated; An alignment device ( 130 ) for aligning the component to be tested ( 114 ) relative to the actual direction of impact ( 110t ) of the impact element ( 108 ), for carrying out a method according to one of claims 1 to 13.

Images