JP2021110580A - Collision test-purpose dolly - Google Patents

Abstract

To provide a collision test-purpose dolly that can conduct a frontal collision test of a front side member and bumper reinforcement without damaging a dolly main body part even at a collision speed close to a frontal collision test by a real car.SOLUTION: A collision test-purpose dolly 1 comprises, at least, a test piece 9 that is composed of a pair of left and right front side members 3 and a bumper reinforcement 7 connecting a front end side of the front side members, and a dolly main body part 11 that has the test piece 9 attached to a front end 11a; and conducts a frontal collision test of the test piece 9 by causing the dolly to collide with a barrier at a prescribed collision speed. The dolly has a surplus energy absorption component 13 that is attached to the front end part 11a so as to be disposed rearward further than an engine mount attaching position of the front side member 3, and absorbs surplus energy at a time when the barrier intrudes into the inside of the test piece 9 due to a collision and deformation of the test piece 9 arrives at the engine mount attaching position in the process in which the barrier further intrudes.SELECTED DRAWING: Figure 1

Description

The present invention relates to a crash test carriage, and more particularly to a crash test carriage used for a frontal collision test for evaluating the collision performance between a front side member which is a skeleton member and a bumper reinforcement in a front end portion of an automobile.

Usually, in a collision test of an automobile, a collision test trolley is often used as a collision body having kinetic energy at a constant speed and weight instead of an actual vehicle. Well-known examples of a crash test using a crash test trolley include a side collision test in which a collision test trolley with an aluminum honeycomb is made to collide with the side of the vehicle, and a collision test trolley with a rigid wall. There is a rear surface collision test in which the vehicle collides from the rear. Such a crash test using a crash test trolley has been established as a standard test method for evaluating the collision safety performance of commercial vehicles such as JNCAP (Japan New Car Assessment Program), and is continuously used. ..

In the collision performance evaluation of vehicle body skeleton members related to the collision safety performance of automobiles, it is said that a collision test with an actual vehicle can reproduce the phenomenon at the time of an actual collision accident with the highest accuracy. However, the collision test using an actual vehicle enormously requires enormous cost and man-hours, and is not optimal for repeatedly evaluating the collision performance of a single vehicle body skeleton member. In the frontal collision test with an actual vehicle, the vehicle body skeleton members (front side member / frame, front bumper reinforcement, etc.) of the front end that bears and transmits the collision load from the bumper are surrounded by other functional parts. Therefore, it is difficult to directly observe the deformation state of the vehicle body skeleton member at the front end portion in the collision process.

Therefore, as the next best method for evaluating the collision performance of the vehicle body skeleton member at the front end portion without using an actual vehicle, for example, as disclosed in Patent Document 1, the test piece to be evaluated for collision performance. Is a method of measuring the collision characteristics of a subject by causing the collision test trolley mounted or mounted on the frame to collide with a collision target such as a barrier and applying the total kinetic energy of the collision test trolley to the subject. Can be mentioned.

As described above, in evaluating the collision performance of the vehicle body skeleton member of the front end portion in the actual vehicle, as shown as an example in FIG. 5, a test body including the front side member 3, the crash box 5, and the bumper reinforcement 7. A collision test trolley 41 having a simple structure in which 9 is attached to the front end portion 11a of the trolley main body portion 11 and simulates the front end portion of an actual vehicle is used.

Japanese Unexamined Patent Publication No. 2010-190586

However, when a frontal collision test is conducted in which a collision test trolley 41 (FIG. 5), which does not have such internal components of the actual vehicle or parts corresponding to the engine, collides with the barrier at a collision speed equivalent to that of the actual vehicle, the collision test trolley 41 is performed. There was a high possibility that the dolly body 11, the barrier, and the measuring device, which are the frame body of the above, would be damaged. In particular, in the offset frontal collision test among the frontal collision tests, the influence of the collision speed was particularly large because the collision load and the collision energy were concentrated on the offset collision side.
Therefore, when conducting a collision test using such a collision test trolley 41, there is no choice but to reduce the collision speed, and a technique capable of performing the collision test at a collision speed comparable to that of an actual vehicle has been desired. ..

The present invention has been made to solve the above problems, and is the same as that of the actual vehicle in evaluating the collision performance of the front end portion of the actual vehicle, particularly the front side member and the bumper reinforcement which are the body frame members. It is an object of the present invention to provide a collision test trolley capable of directly observing the deformation process of the front side member and the bumper reinforcement and evaluating the collision performance without damaging the trolley body even at a moderate collision speed. ..

In order to solve the above problems, the inventor first compared the collision test with the actual vehicle and the collision test with the collision test trolley.

In a collision test using an actual vehicle, an aluminum honeycomb that simulates the crushable part of the front of the opponent's vehicle is usually installed on the barrier that collides with the actual vehicle (test vehicle) to be tested, and the test vehicle is placed on such a barrier. From the viewpoint of absorption and reduction of the kinetic energy (collision energy) of the vehicle, the collision process at the time of collision can be regarded as proceeding through the following four steps.

First, as a first step, the collision energy is absorbed and reduced by the collision and deformation of the aluminum honeycomb installed on the barrier and the crushable portion in the front part of the test vehicle. The collision energy absorbed in this first stage is generally not very large, and therefore the deceleration and impact generated are also small.
Next, as the second step, the barrier invades the front end of the test vehicle, and the crash box, radiator core, auxiliary machinery laid out in front of the engine, etc. are deformed to absorb the collision energy.
After that, as a third step, the barrier further invades and a collision with the engine body occurs following the deformation of the front side member, and the collision energy is absorbed.
Finally, as the fourth step, the barrier that has penetrated the front end causes the engine to fall off or break, and the chassis frames to deform and break. Then, at this stage, most of the kinetic energy of the test vehicle is absorbed and lost, and the impact transmission to the cabin of the test vehicle is minimized.

On the other hand, in a collision test using a collision test trolley 41 to which a test body 9 simulating the front end portion of an actual vehicle is attached as shown in FIG. 5, deformation of each member of the test body 9 due to collision is observed from the outside. In consideration of the purpose of direct observation and test efficiency, the internal components including the engine body mounted on the actual vehicle are omitted. Therefore, as described above, the collision energy corresponding to the second stage in the collision test with the actual vehicle is not sufficiently absorbed. As a result, even when the barrier invades the inside of the test body 9 and the front side member 3 is deformed to the stage corresponding to the third stage in the collision test of the actual vehicle, the kinetic energy of the collision test trolley 41 is still large. .. As a result, the barrier may further invade the inside of the test body 9 and directly collide with the bogie main body 11.

Here, assuming that the kinetic energy possessed by the collision test trolley 41 at the time when the front side member 3 is deformed to the stage corresponding to the third stage in the collision test of the actual vehicle is referred to as surplus energy, the collision test trolley 41 is used. In the crash test, it was found that if the means for absorbing this excess energy is not provided, there is a strong possibility that the barrier, the measuring device, or the main body of the trolley will be deformed or damaged.

Therefore, based on this study, the inventor installed a means for absorbing the surplus energy in the bogie main body 11, and applied kinetic energy before the barrier invading the inside of the test body 9 collided with the bogie main body 11. I came up with the idea that the bogie body 11 and the barrier can be protected by reducing or eliminating them.
The present invention has been made based on such studies, and the gist thereof is as follows.

(1) The collision test trolley according to the present invention has a bumper reinforcement that connects at least a pair of left and right front side members extending in the front-rear direction and a pair of left and right front side members extending in the width direction to connect the front end sides. A test body having a hand,
It is attached to the front end of the trolley body so that it is arranged behind the engine mount mounting position of the front side member, and the barrier invades the inside of the test body due to a frontal collision, causing deformation of the test body. It is characterized by having a surplus energy absorbing component that absorbs the surplus collision energy of the collision test trolley at the time when the engine mount mounting position is reached in the process of further invading the barrier.

(2) In the above description (1), the surplus energy absorbing component is characterized by having a plurality of metal pipes arranged so that the pipe axes are in the front-rear direction.

(3) In the above (1) or (2), the front side member is installed on the bumper reinforcement side from the engine mount mounting position of the front side member in the test body, and the inside of the test body due to a frontal collision. It is also characterized by having a collision energy absorbing component that absorbs the collision energy until the barrier penetrates and the deformation of the test body reaches the engine mount mounting position.

In the collision test trolley according to the present invention, a test body having at least a pair of left and right front side members and a bumper reinforcement that connects the front end side thereof, and a trolley main body portion to which the test body is attached to the front end portion. The trolley body is provided so as to collide with a barrier at a predetermined collision speed to perform a frontal collision test of the test body, and is arranged behind the engine mount mounting position of the front side member. The surplus collision energy possessed by the collision test trolley at the time when the barrier is attached to the front end of the portion and the barrier penetrates into the inside of the test body due to a frontal collision and the deformation of the test body reaches the engine mount mounting position. By having the surplus energy absorbing component that is absorbed in the process of further invasion of the barrier, it is possible to prevent damage to the trolley body, the barrier, etc. even in the frontal collision test at the same collision speed as the frontal collision test with the actual vehicle. , The deformed state of the front side member and the bumper collision can be directly observed.

It is a top view explaining the structure of the collision test carriage which concerns on embodiment of this invention. It is a top view explaining the frontal collision test using the collision test carriage which concerns on embodiment of this invention. It is a perspective view which shows an example of the surplus energy absorption component in the collision test carriage which concerns on embodiment of this invention. It is a top view explaining another structure of the collision test carriage which concerns on embodiment of this invention. It is a top view explaining the structure of the conventional collision test carriage.

Regarding the collision test trolley 1 according to the embodiment of the present invention, as shown in FIG. 2, the collision test trolley 1 in which the test body 9 simulating the front end portion of the actual vehicle is attached to the trolley main body portion 11 is used. An example of directly observing the deformation behavior of the test body 9 by simulating an offset frontal collision test with an actual vehicle by a collision test device 21 that causes an offset collision with the barrier 23 will be described below.

As shown in FIG. 1, the collision test trolley 1 according to the present embodiment includes a test body 9 having at least a front side member 3, a crash box 5, and a bumper energy 7, and a trolley main body 11. And, to perform a frontal collision test of the test body 9 by colliding with the barrier 23 (see FIG. 2) at a predetermined collision speed, and absorbing excess energy attached to the front end portion 11a of the trolley main body portion 11. It has a component 13.

The test body 9 has a pair of left and right front side members 3 extending in the front-rear direction, a crash box 5 connected to the front end of the front side member 3, and a pair of left and right members extending in the width direction via the crash box 5. It has a bumper reinforcement 7 that connects the front end side of the front side member 3 of the above, and simulates the vehicle body skeleton structure of the front end portion in an actual vehicle.

The vehicle body skeleton members and parts used for the test body 9 can be arbitrarily selected, but the front side member 3 and the bumper reinforcement 7 which are the routes for transmitting the collision load to the cabin in the frontal collision test with the actual vehicle are the minimum. I need.

Further, the test body 9 preferably has a crash box 5 attached to the front end of the front side member 3, but does not necessarily require the crash box 5.
The test body 9 may be provided with peripheral parts such as an apron, an upper member, and a suspension tower (spring house), if necessary.

The dolly body 11 has a test body 9 attached to its front end 11a, and as illustrated in FIG. 1, the rear end side of the front side member 3 of the test body 9 is attached to the front end 11a.
As the trolley main body 11, a facility for performing a collision test of an actual vehicle, for example, a collision test trolley (collision trolley, thread trolley) that can be towed by a wire to accelerate and run and collide with the actual vehicle is used. Can be done.

The surplus energy absorbing component 13 is attached to the front end 11a of the bogie body 11 so as to be arranged behind the engine mount mounting position of the front side member 3, and the front end is rearward of the engine mount mounting position. Located in.
The surplus energy absorbing component 13 is included in the collision test trolley 1 when the barrier 23 invades the inside of the test body 9 due to a frontal collision, the test body 9 is deformed, and the deformation reaches the engine mount mounting position. The excess collision energy (kinetic energy of the collision test trolley 41 at the time corresponding to the third stage in the above-mentioned actual vehicle collision test) is absorbed in the process of the barrier 23 further invading the trolley main body 11 side. be.

Here, the time when the deformation of the test body 9 reaches the engine mount mounting position means the time when the barrier 23 or the bumper reinforcement 7 deformed by colliding with the barrier 23 reaches the engine mount mounting position.
Then, after the deformation of the test body 9 reaches the engine mount mounting position, the barrier 23 or the bumper reinforcement 7 comes into contact with the front end of the surplus energy absorbing component 13, and the collision load toward the rear side of the vehicle body is input. Absorbs excess collision energy.

As an example of the surplus energy absorbing component 13, a plurality of metal pipes arranged so that the pipe shafts are arranged in the front-rear direction of the collision test trolley 1 as shown in FIG. 3 in order to efficiently absorb the collision energy. Those having 13a can be mentioned.
The metal pipe 13a can absorb the collision energy by causing folding deformation (folding) with respect to the collision load input in the direction of the pipe axis.

Further, the strength can be maintained against stress in various directions due to the rotational movement of the collision test trolley 1 generated in the offset collision as shown in FIG. 2 and the contact with the bumper reinforcement 7 deformed by the collision with the barrier 23. As described above, a plurality of metal pipes 13a are arranged.

The material of the metal pipe 13a is not limited, but it is preferable to use aluminum or steel (iron) in consideration of availability and cost.
Further, the dimensions (thickness, diameter, length) of the metal pipe 13a can be appropriately determined in consideration of the desired amount of excess energy absorbed.
However, in order to prevent the length of the metal pipe 13a from affecting the deformation process of the vehicle body skeleton members (front side member 3, bumper reinforcement 7, etc.), the position of the metal panel 13b provided at the front end in the front-rear direction. Must not be in front of the engine mount mounting position of the front side member 3.

Further, in the surplus energy absorbing component 13 shown in FIG. 3, a metal panel 13b and a metal panel 13c are joined to the front end surface and the rear end surface of the metal pipe 13a, respectively. Then, by fixing the metal panel 13c on the rear end surface side to the front end portion 11a of the carriage body portion 11, for example, by bolting, the surplus energy absorbing component 13 can be attached to the front end portion 11a of the carriage body portion 11.

As described above, according to the collision test trolley 1 according to the present embodiment, the surplus energy absorbing component 13 is in the process of further invading the barrier 23 after the deformation of the test body 9 reaches the engine mount mounting position due to the frontal collision. By contacting and deforming the invading barrier 23 or bumper reinforcement 7, the excess collision energy of the crash test trolley 1 at the time when the deformation of the test body 9 reaches the engine mount mounting position is absorbed and the collision occurs. You can reduce the speed.

As a result, even in the offset frontal collision test in which the barrier 23 invades excessively, the collision test is performed without decelerating the collision speed, and the front side member 3 and the bumper ring at a collision speed closer to the frontal collision test by the actual vehicle. The collision performance can be evaluated by directly observing the deformed state of the force 7.

In particular, as shown in FIG. 3, in the surplus energy absorbing component 13 having the metal pipe 13a, when the barrier 23 invades the inside of the test body 9 due to a frontal collision, the individual metal pipes 13a do not interfere with each other. By folding deformation (folding deformation), it is possible to approach the absorption behavior of the collision energy in the fourth stage of the collision process by the actual vehicle described above, and it is possible to absorb the surplus energy more efficiently.

Further, according to the collision test trolley 1 according to the present embodiment, the test body 9 and the surplus energy absorbing component 13 attached to the trolley main body 11 are replaced to change the test conditions and the like to change the front surface of the test body 9. The collision test can be repeated, and the cost and manpower can be reduced as compared with the frontal collision test using an actual vehicle.

Since the collision test bogie 1 according to the present embodiment does not have built-in parts such as drive system parts and functional parts installed in front of the engine, deformation of the vehicle body skeleton member at the front end portion of the actual vehicle during the collision process. It has the advantage of being able to directly observe the process.

On the other hand, the internal components of the actual vehicle as described above share a part of the collision load and absorb the collision energy at the time of the collision of the actual vehicle. It plays a role of delaying the collision speed and reducing the amount of barrier entry into the engine room by slowing down the collision speed. In addition, since the radiator core (or radiator module) of these built-in components is located close to the rear of the front bumper, for example, in the event of an offset frontal collision, the front of the engine and the front bumper are opposed to the intrusion of the barrier into the engine compartment. It is expected to have the effect of absorbing collision energy and suppressing local deformation and breakage of the bumper reinforcement.

Therefore, the collision test trolley 1 is also provided with collision energy absorbing parts that simulate the absorption of collision energy by built-in objects such as drive system parts and functional parts installed in front of the engine of the actual vehicle, and the collision test is performed. It is also possible. Then, in the frontal collision test in which the collision test trolley collides with the barrier, the collision energy absorbing component is deformed together with the test body to absorb the collision energy, as in the second stage of the frontal collision of the actual vehicle described above. ..

However, even if the collision energy is absorbed by the deformation of the collision energy absorbing parts, the excess energy when the deformation of the test piece reaches the engine mount mounting position is not sufficiently reduced, and the barrier is further increased to the trolley body. It may invade the part side and damage or deform the trolley body or barrier.

Therefore, as another embodiment of the collision test trolley according to the present invention, as illustrated in FIG. 4, the surplus energy absorbing component 13 attached to the front end portion 11a of the trolley main body 11 and the test body 9 There is a collision test trolley 31 having an installed collision energy absorbing component 15.

The collision energy absorbing component 15 is installed on the bumper reinforcement 7 side from the engine mount mounting position of the front side member 3 in the test body 9, and the barrier 23 invades the inside of the test body 9 due to a frontal collision and the barrier 23 is deformed. It absorbs the collision energy until it reaches the engine mount mounting position, and simulates the absorption of the collision energy by the internal components such as the radiator core of the actual vehicle.

The radiator core usually has a structure in which a thin tube through which a cooling liquid flows is arranged on an aluminum heat sink, and its deformation strength is lower than that of a skeleton member such as a front side member 3 or a bumper reinforcement 7. Therefore, it is desirable that the collision energy absorbing component 15 has a structure that does not generate a high reaction force at the time of collision.

The dimensions and shape of the collision energy absorbing component 15 must not interfere with the mounting brackets of the crash box 5 and bumper reinforcement 7 in the width direction, and must interfere with the floor surface on which the crash test trolley 1 runs in the height direction. If so, it can be set freely.

However, in the frontal collision test, since the barrier 23 penetrates into the test body 9 via the bumper reinforcement 7, the shape and dimensions of the collision energy absorbing component 15 are based on the height direction of the bumper reinforcement 7. It is not desirable to leave a large distance.

Further, in the collision test carriage 31 shown in FIG. 4, the collision energy absorbing component 15 is attached to the backup member 17.
The backup member 17 extends in the width direction and is erected between a pair of left and right front side members 3, and fixes the collision energy absorbing component 15 to give a reaction force at the time of a collision.
For the backup member 17, for example, a steel or aluminum square tube (column material) can be used. However, as long as the bending cross-sectional strength of the backup member 17 is equal to or higher than the strength of the bumper reinforcement 7, there are no particular restrictions on the shape, plate thickness, or the like.

Further, the backup member 17 assumes the front surface of the engine mounted on the front end portion of the actual vehicle, and is preferably installed at the engine mount mounting position on the front side member 3. For example, the backup member 17 may be installed by fixing with bolts. .. At this time, an engine mount (not shown) may be provided between the backup member 17 and the front side member 3, but the engine mount is not always required.

As described above, according to the collision test trolley 31 according to another aspect of the present embodiment, when the barrier 23 invades the test body 9 due to a frontal collision, the test body 9 is mounted on the engine mount by the collision energy absorbing component 15. Since the collision energy in the process of deforming to the position is absorbed, it is possible to suppress extreme bending deformation and breakage failure of the bumper reinforcement 7.

As a result, even in an offset frontal collision test in which the occurrence of extreme bending deformation of the bumper reinforcement 7 and the penetration of the barrier 23 become excessive, it is possible to simulate the absorption of collision energy by the internal components at the front end of the actual vehicle. It is expected that it will be possible to directly observe the deformation state of the front side member 3 and the bumper reinforcement 7 at a collision speed closer to the frontal collision test with the actual vehicle, and to evaluate the collision performance closer to the actual vehicle.

As described above, the crash test carriage according to the present invention aims to directly observe the deformation process of the test body attached to the collision test carriage.
Therefore, in the frontal collision test using the collision test trolley according to the present invention, equipment for performing the collision test of the actual vehicle, for example, equipment for pulling the collision test trolley with a wire and accelerating to a predetermined collision speed to travel. Can be performed in accordance with various crash test conditions specified by JNCAP, etc.

Further, as the barrier 23 for frontal collision of the collision test carriage 1 or 31, the aluminum honeycomb normally used is not installed, and as shown in FIG. 2, the fixed wall 23a fixed to the barrier backup 27 and the fixed wall 23a It is preferable to have a plurality of load cells 23b arranged in a matrix on the front surface of the load cell 23 to measure the reaction force received by the barrier 23, and a wooden panel 23c provided on the front surface of the load cell 23b.

When the collision test is performed without the aluminum honeycomb being installed in the foreground of the barrier 23, the test body 9 of the collision test carriage 1 or 31 directly collides with the load cell 23b, and excessive stress is locally generated in the barrier 23. There is a risk of damaging the load cell 23b. Therefore, in order to prevent the load cell 23b from being damaged, as shown in FIG. 2, a wooden panel 23c is installed on the foremost surface of the barrier 23 instead of the honeycomb.

However, when an aluminum honeycomb, a bumper resin component, or the like is attached to the barrier 23 assuming a collision between actual vehicles, the energy absorption and the collision speed until the barrier 23 penetrates into the test piece are reduced. Therefore, when a collision test is conducted without providing an aluminum honeycomb or the like on the outermost surface of the barrier 23 as described above, in a collision between actual vehicles, the collision energy is reduced due to the deformation of the vehicle on the other side and the collision speed is reduced. In consideration of the above, it is appropriate to set the collision speed to a speed reduced by about 5 to 20% from the test speed of the NCAP (New Car Assessment Program) standard.

Further, as shown in FIG. 2, in the collision test in which the collision test trolley 1 or 31 collides with the barrier 23 in front, the high-speed camera 25 having a plurality of fields of view is arranged around the collision point, so that the collision test is used. It is preferable to be able to simultaneously observe the collision process of the trolley 1 with the barrier 23 and the deformation transition of the vehicle body skeleton members such as the front side member 3 and the bumper reinforcement 7 in the test body 9.

Further, the crash test carriage 1 or 31 may be appropriately equipped with various sensors such as an accelerometer and a rotational angular velocity meter, and a device (not shown) for collecting data from these sensors.

As described above, in the frontal collision test using the collision test carriage 1 or 31, the test body 9 has few built-in objects such as an engine in the actual vehicle, and the visibility of the test body 9 is good. Therefore, a plurality of high-speed cameras are installed. With 25, simultaneous observation from the upper surface / lower surface and the outer surface of the collision is possible, and various data can be acquired and analyzed in synchronization with the load cell 23b and various sensors.

As a specific example of the collision test trolley according to the present invention, as shown in FIG. 2, the collision test trolley 1 is offset-collided with the barrier 23, and the collision performance of the vehicle body skeleton member of the front end portion assuming a small passenger vehicle. The case of evaluation will be described below.

The collision test trolley 1 is a trolley main body 11 obtained by removing the deformable barrier (aluminum honeycomb) from the front portion of the collision test trolley (not shown) used for the side collision test of the actual vehicle, and is tested on the front end portion 11a thereof. It is assumed that the body 9 is attached (see FIG. 1).

For the test body 9, we obtained spare parts for the front bumper assembly (bumper reinforcement 7 and crash box 5) and the front side member assembly on the left side (LH side) and right side (RH side) of the vehicle body, and spot-welded them. Use the one assembled by arc welding. Here, as the front side member 3 of the test body 9, only the front side straight portion of the front side member assembly is cut off. Then, the tab plate 29 is arc-welded to the cut surface of the cut front side member 3 to serve as a bolt attachment portion to the bogie body portion 11.

As shown in FIG. 3, in the surplus energy absorbing component 13, five metal pipes 13a are arranged in a row, and the front end face and the rear end face thereof are welded by the metal panel 13b and the metal panel 13c, respectively. Here, a steel pipe having an outer diameter of 150 mm, a wall thickness of 3.2 mm, and a length of 300 mm is used for the metal pipe 13a, and a steel plate having a plate thickness of 5.0 m is used for the metal panel 13b and the metal panel 13c.

The surplus energy absorbing component 13 manufactured in this way is attached by bolting the metal panel 13c to the front end portion 11a of the bogie body portion 11. At this time, the metal panel 13b on the front end side of the surplus energy absorbing component 13 is located on the rear side of the engine mount mounting position of the front side member 3 in the front-rear direction.

Further, an accelerometer (accelerometer) and a rotational angular velocity meter (gyro sensor) were installed on the crash test trolley 1, and devices for collecting data from these various sensors were installed. In this embodiment, the total weight of the collision test trolley 1 after the test body 9 is attached and various sensors and devices are mounted is 640 kg.

The offset frontal collision test in this embodiment was performed using a wire-towed actual vehicle collision test facility, the layout was such that the barrier 23 overlapped by 40%, and the right side of the collision test trolley 1 was offset at a collision speed of 50 km / h. It is a method of collision.

High-speed cameras 25 having a plurality of fields of view were arranged above and to the side of the collision point, and the deformation state of the test body 9 and the movement of the collision test trolley 1 before and after the collision with the barrier 23 were photographed and recorded.

As described above, according to the performance evaluation of the vehicle body skeleton member in the offset frontal collision according to the present embodiment, for example, a part of the front side member 3 on the offset collision side of the test body 9 is changed in material and prototyped. It is possible to evaluate the influence of the material on the collision performance of the front side member 3.

1 Crash test trolley 3 Front side member 5 Crash box 7 Bumper reinforcement 9 Specimen 11 trolley body 13 Surplus energy absorbing parts 13a Metal pipes 13b, 13c Metal panels 15 Collision energy absorbing parts 17 Backup members 21 Crash test equipment 23 Barrier 23a Fixed wall 23b Road cell 23c Wooden panel 25 High-speed camera 27 Barrier backup 29 Tab plate 31 Crash test trolley 41 Crash test trolley (conventional technology)

Claims (3)

A test body having at least a pair of left and right front side members extending in the front-rear direction and a bumper reinforcement extending in the width direction to connect the front end sides of the pair of left and right front side members, and the test body. Is a crash test trolley that is provided with a trolley main body attached to the front end portion, and is subjected to a collision test of the test body by frontally colliding with a barrier at a predetermined collision speed.
It is attached to the front end of the trolley body so that it is arranged behind the engine mount mounting position of the front side member, and the barrier invades the inside of the test body due to a frontal collision, causing deformation of the test body. A crash test trolley having a surplus energy absorbing component that absorbs the surplus collision energy of the collision test trolley when the engine mount mounting position is reached in the process of further invasion of the barrier. The crash test carriage according to claim 1, wherein the surplus energy absorbing component has a plurality of metal pipes arranged so that the pipe axes are in the front-rear direction. It is installed on the bumper energy side from the engine mount mounting position of the front side member in the test body, and the barrier invades the inside of the test body due to a frontal collision, and the deformation of the test body is moved to the engine mount mounting position. The collision test trolley according to claim 1 or 2, further comprising a collision energy absorbing component that absorbs collision energy until it reaches the point.

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