EP2176634A1 - Chariot - Google Patents

Chariot

Info

Publication number
EP2176634A1
EP2176634A1 EP09772309A EP09772309A EP2176634A1 EP 2176634 A1 EP2176634 A1 EP 2176634A1 EP 09772309 A EP09772309 A EP 09772309A EP 09772309 A EP09772309 A EP 09772309A EP 2176634 A1 EP2176634 A1 EP 2176634A1
Authority
EP
European Patent Office
Prior art keywords
carriage
carrier
motor vehicle
stop unit
movement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09772309A
Other languages
German (de)
English (en)
Inventor
Frank Wollny
Andre Buchholz
Rafael Fagir
Sven Schlagner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Takata AG
Original Assignee
Takata Petri AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Takata Petri AG filed Critical Takata Petri AG
Publication of EP2176634A1 publication Critical patent/EP2176634A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/0078—Shock-testing of vehicles

Definitions

  • the invention relates to a carriage for carrying out crash tests on motor vehicle assemblies according to the preamble of claim 1.
  • Such a carriage has a first carrier connected to the carriage, on which a motor vehicle assembly to be tested is detachably mounted.
  • the carriage is designed to be moved relative to an abutment unit, so that the carriage can collide with the abutment unit.
  • the first carrier is movably mounted on the carriage, so that the first carrier moves in the direction of force from an initial position along a predetermined path to an end position due to a collision of the carriage with the stop unit, wherein the stop unit exerts a force on the first carrier becomes.
  • a stop unit is stationary, while the carriage is designed to be movable in the direction of the stop unit.
  • the invention is based on the problem to provide a carriage which allows a realistic representation of the relative movements of motor vehicle components to each other during a crash.
  • the carriage is designed to collide with the stop unit via the first carrier, ie, the first carrier is designed for this purpose to strike at the stop unit.
  • the first carrier for damping the movement of the first carrier is connected to the carriage via at least one first deformation element, which is adapted to deform during the movement of the first carrier from the initial position to the end position with absorption of energy ,
  • a contact carriage / stop unit takes place via a delay device.
  • the experimental device according to the invention is of particular importance in the development of restraint systems for trucks and other heavy commercial vehicles with similar properties.
  • the instrument panel and associated add-on parts shift in a head-on collision due to the design (such vehicles regularly have a small crumple zone) to a considerable degree in the interior of the driver's cab.
  • An optimal design of the restraint systems therefore requires that the aforementioned shift of motor vehicle parts is replicated as accurately as possible, even in dynamic experiments. This is made possible by the defined displaceable first carrier as the carrier of a motor vehicle subassembly to be tested, in particular comprising an instrument panel.
  • the carriage is arranged and intended to be moved along a direction of movement in the direction of the stop unit.
  • the movement of the first carrier comprises a translation of the first carrier.
  • the web which passes through the center of gravity of the first carrier after or through a collision with the stop unit, extends in one embodiment along the direction of movement, preferably parallel to the direction of movement. That is, the web may be linear, particularly along the direction of travel.
  • the web is arc-shaped, preferably in such a way that, in the end position, the first carrier has the same or a larger spacing from the carriage along a direction transverse to the direction of movement.
  • the vertical vertical carriage axis
  • the vertical is to be understood as meaning a normal to the plane in which the carriage moves toward the stop unit (flat horizontal background).
  • the first carrier is designed and provided rigidly (and detachably) to be connected to a first motor vehicle subassembly, wherein said first motor vehicle subassembly is preferably formed by a motor vehicle interior trim, in particular a motor vehicle interior trim of a truck.
  • a motor vehicle interior trim in particular a motor vehicle interior trim of a truck.
  • This is preferably an instrument panel, a steering column or a steering wheel or a selection of such components combined into an assembly.
  • the first motor vehicle assembly may also include a retainer to be tested, which is preferably integrated with the steering wheel or instrument panel.
  • the first carrier is designed to be height-adjustable along the vertical carriage axis, in order to adapt the first motor vehicle assembly with components optionally fastened thereto in their position to the real vehicle environment.
  • a second carrier rigidly connected to the carriage is preferably provided.
  • a second carrier or a second vehicle assembly associated with the second carrier (comprising at least one vehicle seat, possibly together with substructure, as well as possibly a floor group on which the at least one seat can be fixed) is the first carrier in its movement from the initial position to the final position along the direction of movement.
  • the intrusion of an instrument panel or steering wheel assembly of a truck, together with restraint devices mounted thereon can be imaged realistically in the direction of a seating group or the vehicle interior.
  • Such a second motor vehicle assembly is preferably rigidly connected to the carriage.
  • the second carrier or the second motor vehicle subassembly can also be height-adjustable (along the vertical carriage axis) on the carriage in order to be able to adapt to the real vehicle geometry. Furthermore, means for adjusting the motor vehicle seat or seats along the carriage longitudinal axis can be provided on the floor assembly.
  • the first carrier is mounted on the carriage via at least one pivotable longitudinally extending member, in particular in the form of a lever, the elongated member having a first free end portion which extends over a central portion of the elongated member having a second free end - Section is connected to the longitudinally extending element.
  • the two end portions are each integrally formed on the central portion.
  • the carriage preferably has a frame, wherein that frame in particular has at least one longitudinally extended frame element inclined relative to the direction of movement in order to advantageously introduce the forces acting on the first carrier into the carriage.
  • said elongated member is pivotally secured to the frame of the carriage via its second free end portion.
  • two, four or eight longitudinally extending members are provided for movably supporting the first carrier on the carriage, those elements being opposed to each other transversely of the direction of travel, that is, each elongated member facing another elongated member transverse to the direction of travel.
  • the at least one first deformation element can serve to limit the movement of the first carrier from the initial position to the end position and, if necessary, to lock the first carrier in its initial position.
  • the at least one deformation element is formed by a bent element, which is preferably made of a steel.
  • the at least one deformation element is preferably designed to extend during the movement of the first carrier from the initial position to the end position while absorbing energy. That is, the curvature of the deformation element is reduced. Possibly. the deformation element is completely stretched so that it extends linearly along a (imaginary) straight line.
  • the problem according to the invention is solved by a crash test arrangement having a stop unit, a carriage according to the invention and a first motor vehicle assembly connected to the first carrier (claim 10).
  • the first motor vehicle subassembly preferably includes one of the components already mentioned (see above).
  • the arrangement has a second motor vehicle subassembly which is rigidly but vertically adjustable (along the vertical carriage axis) connected to the second carrier of the carriage and which may comprise the abovementioned components. Due to the movable mounting of the first carrier on the carriage, in the crash test arrangement according to the invention, the first carrier together with the first motor vehicle assembly attached thereto is moved from an initial position to an end position when the carriage (first carrier) collides with the abutment unit of the arrangement associated with the stop unit.
  • the first motor vehicle subassembly is moved in the direction of the second motor vehicle subassembly, so that the spacing of the two subassemblies along the longitudinal axis of the carriage running along the said direction of movement of the carriage is reduced (see above).
  • the abutment unit in a contact region over which the first carrier and the abutment unit contact is preferably one predominantly plastically deformable material provided as a damping means.
  • the stop unit preferably has a delay device, which is designed to come into contact with the carriage when the carriage collides with the stop unit, so that the carriage is pre-definably delayed in the collision.
  • the delay device has at least one preferably replaceable delay element, which is set up and designed to be deformed to delay the carriage during the collision of the carriage with the stop unit with absorption of energy. Possibly. a plurality of such elements can be provided, which can be deformed, for example successively in a collision.
  • the abutting unit projects beyond the delay element along the direction of movement by a defined distance. Together with the offset of the associated contact areas on the carriage in the direction of movement, it is possible to control at which point in time the delay of the carriage occurs after a collision of the first carrier with the stop unit. At a relatively long said distance is only after a relatively strong displacement of the first carrier (intrusion), the delay of the carriage, whereas at a relatively smaller distance, the delay of the carriage begins faster.
  • a slide for performing crash tests on automotive assemblies having a first support for supporting a test to be tested first motor vehicle assembly, wherein the carriage is adapted and arranged to be moved relative to a stop unit (along a direction of movement), so that the carriage may collide with the stop unit, and wherein the first carrier is movably mounted on the carriage such that the first Carrier is moved in a collision of the carriage with the stop unit from an initial position along a predeterminable path in an end position tion.
  • FIG. 1 shows a schematic side view of a carriage according to the invention and a crash test arrangement according to the invention before the collision of the carriage with a stop unit;
  • FIG. 2 is a schematic, partial plan view of the arrangement shown in FIG. 1; FIG. and
  • FIGS. 1 and 2 shows a schematic side view of the arrangement shown in FIGS. 1 and 2 after a collision of the carriage with the stop unit.
  • FIG. 1 shows, in connection with FIGS. 2 and 3, a carriage 2 in a crash test arrangement 1 for simulating crashes (collisions) between motor vehicles. gene or a motor vehicle and another object.
  • the arrangement is particularly suitable for the simulation of frontal collisions, in which the collision opponent impinges on the hood or front F of the vehicle to be tested.
  • the crash test arrangement 1 has a stop unit 3 and a carriage 2 which can be accelerated in the direction (movement direction B) onto the stop unit 3.
  • the carriage 2 extends along a carriage longitudinal axis X, which runs parallel to said direction of movement B.
  • the carriage 2 has four wheels 27, of which two wheels 27 transverse to the carriage longitudinal axis X, namely along a carriage transverse axis Y, opposite each other and are rotatably mounted to a respective base axis 28 parallel to the carriage transverse axis Y axis on a base frame 28 of the carriage, the extends in the XY plane, which is spanned by the carriage longitudinal axis X and the carriage transverse axis Y.
  • the carriage is arranged and intended to be moved along a direction of movement in the direction of the stop unit.
  • the carriage 2 is pulled to move the carriage 2 in the direction of the stop unit 3 by a movable below the ground plane, connected to a drive pulling device.
  • the coupling of the traction device to the carriage 2 takes place in its front region (in front of the center of gravity of the carriage, so that no additional management measures are necessary).
  • the carriage 2 is decoupled from the said pulling device, so that the carriage 2 travels a final distance until the collision with the stop unit 3.
  • the carriage 2 defines a first motor vehicle subassembly 22, 40 to be tested and a second vehicle subassembly to be tested, which together map a vehicle to be tested, in particular a truck or a heavy commercial vehicle, with regard to intrusions of the passenger cell of the relevant vehicle.
  • the vehicles to be tested for which the present crash test set-up is particularly suitable, are characterized by small crumple zones, for example because the engine block of such a vehicle does not lie between the direction of movement B of the carriage 2 or along the straight-ahead direction of the vehicle between a driver and a passenger the vehicle and a collision opponent, but for example along the vertical axis of the vehicle (carriage axis Z) below the passenger compartment (cab) is arranged.
  • the crash test arrangement 1 Under chen or similar conditions requires the test of airbag modules (especially driver airbag modules 204 and passenger airbag modules) or other restraint devices that the crash test arrangement 1 can represent the occurring in the vehicles in question large intrusions of vehicle front F. Due to such intrusions, for example, in a frontal impact, the first motor vehicle assembly 22, which in the present case comprises an instrument panel 201 and a steering column 202, a steering wheel 203 and an airbag module 204 disposed therein, toward the second motor vehicle assembly 40, which is a floor assembly 401 and at least one motor vehicle seat 400 mounted thereon, accelerated.
  • the first motor vehicle assembly 22 which in the present case comprises an instrument panel 201 and a steering column 202, a steering wheel 203 and an airbag module 204 disposed therein, toward the second motor vehicle assembly 40, which is a floor assembly 401 and at least one motor vehicle seat 400 mounted thereon, accelerated.
  • the first motor vehicle assembly 22 is mounted on a first carrier 20, which is movably suspended on a frame 25 of the carriage 2.
  • the said frame 25 projects along the vertical carriage axis Z from the base frame 28 of the carriage 2.
  • the second motor vehicle subassembly 40 is fixedly attached to a second carrier 4, here in the form of the base frame 28 of the carriage 2, and lies opposite the first motor vehicle subassembly 22 along the direction of movement B or along the carriage longitudinal axis X in accordance with the dimensions of the vehicle to be tested ,
  • both motor vehicle subassembly 22, 40 can be fixed to the respective carrier 20, 4 such that their height can be varied along the vertical carriage axis Z.
  • the first carrier 20 Before the carriage 2 abuts against the stop unit 3, the first carrier 20 is in an initial position, in which the position of the first motor vehicle assembly 22 relative to the second motor vehicle assembly 40 corresponds to the position of the assemblies 22, 40 to each other in the vehicle to be tested (accident-free).
  • the first carrier 20 abuts with a stop surface 20a facing the stop unit 3 against a abutment unit 7 projecting from the stop unit 3 in the direction of the first carrier 20 with a damping means which in the collision with the first Carrier 20 along the direction of movement B may be partially plastically deformed to reduce or prevent damage to the first carrier 20 in the collision.
  • the abutment surface 20a need not be formed as a contiguous area, but rather may be formed by a plurality of unconnected surfaces.
  • the first carrier 20 movably mounted on the frame 25 - and thus the first motor vehicle subassembly 22 mounted thereon - is moved counter to the direction of movement B of the carriage 2 in the direction of the second motor vehicle subassembly 40 into one of the Starting position different final position shifted.
  • a dummies 402 positioned on the motor vehicle seat 400 the effects of a crash on an occupant occupying the motor vehicle seat 400 can be measured.
  • This displacement of the first carrier 20 takes place along a defined path 21, which is predetermined by a corresponding guidance of the first carrier 20.
  • the first carrier 20 moves from the initial position to the end position along a linear path, which preferably runs parallel to the longitudinal axis X of the carriage.
  • Such a guide can be realized, for example, by each of the first carrier 20 along the carriage transverse axis Y projecting portions engage in correspondingly shaped cutouts of the frame 25 and guided therein.
  • the first carrier 20 is guided along an arcuate path 21.
  • the first carrier 20 is mounted on the frame 25 of the carriage via a total of eight hebeiförmige longitudinally extending elements 5.
  • two side parts 25a are provided on the frame, which extend in each case parallel to the Z-X plane, which is spanned by the vertical carriage axis Z and the carriage longitudinal axis X, wherein the two side parts 25a face each other along the carriage transverse axis Y.
  • Each of the longitudinally extending elements 5 has a first free end portion 50 which is connected via a central portion 51 to a second free end portion 52 of the respective elongated element 5.
  • the longitudinally extending elements 5 are mounted on the first carrier 20 in each case pivotally about the first free end sections 50 about an axis running parallel to the carriage transverse axis Y.
  • four longitudinally extending elements 5 are also mounted on each side part 25a of the frame 25 so as to be pivotable about an axis extending parallel to the carriage transverse axis Y, so that the longitudinally extending elements 5 mounted on the one side part 25a with respect to the ZX plane are arranged mirror-symmetrically to the longitudinally extended elements 5 mounted on the other side part 25a.
  • the bearing points 5a of the longitudinally extending elements 5 on each side part 25a are preferably arranged on the corners of a (imaginary) rectangle.
  • the individual longitudinally extending elements 5 can thus be pivoted along the ZX plane, so that the carrier 20 movably mounted on the frame 25 of the carriage 2 by means of these longitudinally extending elements 5 moves out of its initial position on an arcuate path 21 along the ZX plane can be moved to its final position.
  • a retainer 204 disposed on the first motor vehicle assembly 22 corresponding to the displacement of the first motor vehicle assembly 22 toward the second motor vehicle assembly 40 may be closely examined and interpreted in terms of their characteristics and parameters.
  • this relates, inter alia, to the dimensions of the airbag, the retention capacity and the triggering time.
  • the first carrier 20 itself preferably has an adapter plate 20b extending along the YZ plane, to which the first motor vehicle assembly 22 is releasably securable and four struts 20c projecting from that adapter plate 20b along the direction of movement B (carriage longitudinal axis X), each over a base 2Od are connected to the adapter plate 20b, wherein those bases 2Od are preferably arranged on the corners of a (imaginary) rectangle, so that each two struts 20c along the vertical carriage axis Z are superimposed and adjacent to a side part 25a of the frame 25 are arranged.
  • the first free end portions 50 of the longitudinally extending elements 5 are pivotally mounted, namely at each strut 20c two first free end portions 50 of two longitudinally extending elements 5.
  • the said struts 20c between the side parts 25a of Frame 25 of the carriage 2 is arranged.
  • the four struts 20c further each have an end face facing away from the adapter plate 20b, each of which forms a stop surface 20a over which the first support 20 collides against corresponding abutment surfaces 20a facing surfaces 7a of the abutment unit 7 in the collision with the abutment unit 3.
  • the first carrier 20 is connected via a deformation element 6 to the carriage 2, specifically to the frame 25 of the carriage 2.
  • the deformation element 6 has a first free end section 60, which is connected to a second free end section 62 of the deformation element 6 via a middle section 61 bent in the initial position of the first carrier 20 (these sections are preferably integrally formed with one another).
  • the deformation element 6 is fixed to the frame 25, whereas it is fixed with its second free Endab- section 62 on the first support 20, in particular on one of the struts 20c of the support 20 adjacent to said side part 25a of Carrier 20 run.
  • the deformation element 6 further connects the first carrier 20 to the frame 25 of the carriage 2 in such a way that when the carrier 20 is displaced from the initial position to the end position, the central portion 61 of the deformation element 6 is bent open with absorption of energy, so that the Displacement of the first carrier 20 is set against a defined resistance.
  • the deformation member 6 restricts the movement of the first carrier 20 from the initial position to the end position because the movement of the first carrier 20 ends after the central portion 61 of the deformation member 6 has been fully stretched to have an approximately linear shape.
  • a pin 9 projects from the carriage 2 along the direction of movement B and, in the event of a collision between the carriage 2 and the impact unit 3, interacts with a deceleration device 8.
  • the mandrel 9 deforms a delay element 80 inelastically, so that kinetic energy of the carriage 2 is absorbed.
  • the retardation member 80 may be a plate extending along the ZY plane, preferably of a steel which is supported by the mandrel 9 to absorb kinetic energy Carriage 2 is bent.
  • the occurrence of the deceleration is controllable by suitably adjusting the path between the mandrel 9 and the retardation member 80 along the direction of movement B with respect to the path between the abutment unit 7 and the abutment surfaces 20a of the carrier 20.
  • the degree of deceleration can be adjusted.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Vibration Dampers (AREA)

Abstract

L’invention concerne un chariot (2) qui permet d’effectuer des essais de collision sur des modules de véhicule automobile (22, 44), est équipé d’un premier support (20) destiné à porter un composant (22) du véhicule automobile à tester, le chariot (2) étant conçu pour être déplacé relativement à un dispositif de butoir (3) de sorte à pouvoir entrer en collision avec le dispositif de butoir (3). Le premier support (20) est logé d'une manière mobile sur le chariot (2), de sorte que, lors d’une collision du chariot (2) avec le dispositif de butoir (3), le premier support (20) se déplace d’une position initiale à une position finale le long d’une trajectoire pouvant être prédéfinie (21). Selon l’invention, on prévoit que le chariot (2) soit conçu pour entrer en collision avec le dispositif de butoir (3) par le biais du premier support (20) et que le premier support (20) soit relié avec le chariot (2) par le biais d’au moins un premier élément de déformation (6) qui est conçu pour se déformer en absorbant de l’énergie, lorsque le premier support (20) se déplace de la position initiale à la position finale.
EP09772309A 2008-07-03 2009-06-16 Chariot Withdrawn EP2176634A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810031659 DE102008031659A1 (de) 2008-07-03 2008-07-03 Schlitten
PCT/EP2009/057422 WO2010000609A1 (fr) 2008-07-03 2009-06-16 Chariot

Publications (1)

Publication Number Publication Date
EP2176634A1 true EP2176634A1 (fr) 2010-04-21

Family

ID=41020954

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09772309A Withdrawn EP2176634A1 (fr) 2008-07-03 2009-06-16 Chariot

Country Status (3)

Country Link
EP (1) EP2176634A1 (fr)
DE (1) DE102008031659A1 (fr)
WO (1) WO2010000609A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2354777B1 (fr) 2010-02-05 2018-01-31 Autoliv Development AB Appareil d'essai de luge
FR2995997B1 (fr) * 2012-09-25 2015-06-26 Peugeot Citroen Automobiles Sa Dispositif et procede de crash test frontal.
CN104897413A (zh) * 2015-06-09 2015-09-09 重庆长安汽车股份有限公司 假人下肢冲击试验设备

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US5483845A (en) * 1994-09-12 1996-01-16 Morton International, Inc. Apparatus and method for side impact testing
DE19854856C2 (de) * 1998-11-27 2002-03-07 Siemens Restraint Systems Gmbh Seitenaufprall-Simulationsanlage
DE10107016A1 (de) * 2001-02-15 2002-08-29 Volkswagen Ag Knieaufschlagsimulator
DE102004029426A1 (de) * 2004-06-18 2006-01-05 Dsd Dr. Steffan Datentechnik Gmbh Vorrichtung und Verfahren zur Simulierung einer Kollision, insbesondere eines Kraftfahrzeugs mit einem Gegenstand
DE102004051239A1 (de) * 2004-10-20 2006-05-04 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Crashsimulationsanlage für Fahrzeuge
DE102005010189B3 (de) * 2005-03-05 2006-11-09 Instron Structural Testing Systems Gmbh Prüfeinrichtung zur Kraftfahrzeug-Crashsimulation
DE102005042259B4 (de) * 2005-09-02 2013-07-11 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Schlittenanlage zur Simulation eines Seitencrashs
DE102005042260B4 (de) * 2005-09-02 2009-12-03 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Anlage zur Simulation eines Seitencrashs mit einer Schlittenanlage
US7610821B2 (en) * 2006-07-19 2009-11-03 Toyoda Gosei Co., Ltd. Side impact dynamic intrusion simulator

Non-Patent Citations (1)

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Title
See references of WO2010000609A1 *

Also Published As

Publication number Publication date
DE102008031659A1 (de) 2010-01-07
WO2010000609A1 (fr) 2010-01-07

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